Charge processing device charge processing system and charge processing card

ABSTRACT

A system for charge processing tolls and the like. A vehicle mounted device detects the position of a vehicle  32  using GPS, and transmits position information via a wireless channel to a central station. The central station performs charge processing (calculation) for an area in which a charge is applied based on the position of the vehicle, and transmits the charge to the vehicle mounted device. The vehicle mounted device collects a toll from a prepaid card or IC card or the like on the basis of the received charge processing result.

BACKGROUND

The inventions described herein relate in general to a charge processingdevice, a charge processing system, and a charge processing card. Morespecifically, the inventions relate to a charge processing device, acharge processing system, and a charge processing card for collectingtolls and the like using position information wirelessly between amoving body such as a vehicle and the ground, and for processing chargesto easily collect fees that are due.

A moving body such as a vehicle travels along a road or the like. Avehicle that travels on a toll paying installation such as a toll roadis charged in accordance with the type of the vehicle as well as thedistance traveled on the toll road. In order to automatically collectthe toll at an entry gate or exit gate of the toll road, a road—vehicleintercommunication system for performing wireless information transferbetween an in-vehicle device and an on-road device is used. In thissystem, a communication device having an antenna for sending andreceiving electrical waves (i.e. the on-road device) is provided on theroad as an interrogator for seeking information on the relevant vehicle.In addition, a communication device having an antenna (i.e. thein-vehicle device) is provided in the vehicle as a responder forresponding to the sought information.

Technology is proposed in, for example, Japanese Patent ApplicationLaid-Open (JP-A) No. 9-212794, in which a toll is collected from avehicle based on the location where the vehicle entered the toll road,the location where the vehicle exited from the toll road, and thehistory of the route traveled by the vehicle.

However, when this type of road—vehicle intercommunication system isused to transfer information, it is necessary to install an on-roaddevice at the entries and exits of the area for which a toll is to becharged, such as the entry gates and exit gates of a toll road. If thearea for which a toll is to be charged, such as a toll road, isone-dimensional, the installation of the on-road devices is easy,however, if the area in which a charge is applied is set as a zone orthe like covering a wide range, it is necessary to install on-roaddevices at all of the entries and exits, so consequently, the costincreases in accordance with the number of entry and exit locations.

road—vehicle intercommunication system also exists in which chargeprocessing is performed by the wireless transfer of information betweenan in-vehicle device and an on-road device. In this system, balanceinformation is stored in advance in a prepaid card or IC card or thelike, and the charge processing is performed by subtracting the toll tobe collected from this balance information.

When the toll collection is performed automatically in this way, if thevehicle user does not possess a prepaid card or IC card or the like, orif the balance of the card is insufficient, it is not possible for thetoll collection to be properly performed. Therefore, technology isproposed in which an external notification lamp is provided inside thevehicle, and when it is not possible for the proper toll to be collectedfrom a vehicle this fact is notified to the exterior of the vehicle bythe external notification lamp (see JP-A No. 8-7131). In thistechnology, when the proper toll cannot be collected from a vehicle thatis fitted with the above road—vehicle intercommunication system and thevehicle passes over an entry gate or exit gate, the exterior facing lampof the in-vehicle device is either turned on or turned off, therebyenabling an observer to easily observe that the proper toll has not beencollected.

However, in this road-vehicle intercommunication system, althoughinformation is transferred by installing on-road devices at entries andexits of the area in which a charge is applied such as at the entrygates and exit gates of a toll road, when the area in which a charge isapplied is set as a zone or the like covering a wide range where theentry and exit points cannot be specified, it is necessary to installon-road devices at all of the foreseeable entry and exit locations, andto establish a large number of observers.

A further example of a road—vehicle intercommunication system forperforming charge processing by the wireless transfer of informationbetween an in-vehicle device and an on-road device is proposed in JP-ANo. 8-221617. In this technology, a toll is collected from a vehiclethat passes over the communication area of an on-road antenna installedon the road.

However, in this road—vehicle intercommunication system, althoughinformation is transferred by installing on-road devices at entries andexits of the area in which a charge is applied such as at the entrygates and exit gates of a toll road, when the area in which a charge isapplied is set as a zone or the like covering a wide range where theentry and exit points cannot be specified, it is necessary to installon-road devices at all of the foreseeable entry and exit locations.

Moreover, a charge processing system is proposed in JP-A No. 9-153156 inorder for the charge processing to be more easily performed. In thissystem, balance information is stored in advance in an IC card or thelike and the charge is processed by subtracting the toll to be collectedfrom this balance information.

However, in this system, although information is transferred byinstalling on-road devices at entries and exits of the area in which acharge is applied such as at the entry gates and exit gates of a tollroad, when the area in which a charge is applied is set as a zone or thelike covering a wide range where the entry and exit points cannot bespecified, it is necessary to install on-road devices at all of theforeseeable entry and exit locations. Moreover, this system cannot beapplied when the area in which a charge is applied varies.

A further system is proposed in which vehicle transit determiningdevices are installed on a plurality of routes, and the charge is madeby determining which route of the plurality of routes the vehicletraveled over. An example of this system is given in JP-A No. 9-212794.The system installation of this system is simple on toll roads networkon which there are a few branch routes or entries and exits(interchanges) and having comparatively long distances betweeninterchanges as only a few vehicle transit determining devices need tobe installed.

However, if the toll road network is one having many branch routes andentries and exits (interchanges), and is one in which, although thereare many sections with short distances between interchanges, the totaldistance of the road network as a whole is large, in cases such as this,the number of vehicle transit determining devices installed increasesand the installation costs and maintenance costs are great. Moreover, inthe above cases, it is only possible to obtain charge information of thetoll road network within the area of control of the toll road network ordirectly in front of the entries thereto. Thus, it is difficult in thearea a sufficient distance before the interchange for allowing such adetour route selection to be made to obtain information for decidingwhether to use a toll road (i.e. to enter the toll gate) or whether tomake a detour and use a surface non-toll road.

It is also possible to consider charges or traffic regulations in aspecific area as a means of easing traffic congestion, reducingatmospheric pollution, reducing noise, obtaining regional revenue, orthe like. In this case, if the road network of the subject area iscomplex and intricate, in the above charge system, it is necessary toinstall vehicle transit determining devices on a large number of theroads within the area. Consequently, the resulting high densityinstallation is high in cost while the physical installation may bedifficult depending on the location. Furthermore, if a charge is made ornot made depending on the season (or month or day) or the time of day,or if the amount charged is changed, this information needs to be madeknown throughout the large number of roads running in and out of thearea.

Conventionally, notification is made using a notice board or an electricsign board, however, in order to make the notification as wide aspossible so as to enable a driver to avoid the area and choose a detourroute, it is necessary to provide the notice board or the like somedistance outside of the relevant area, which becomes a colossalundertaking. Moreover, the expense required for the work involved whentolls are revised or an area is altered is also great. To this can beadded the burden of accurately informing a driver at the proper time thenotification information of the notice board or the like.

When a driver exits a toll road using a balance renewable prepaid card,information indicating the route traveled is transmitted from thevehicle to an antenna terminal. The antenna terminal then calculates thetoll for the traveled route and transmits the toll to the vehicle, wherethe vehicle subtracts the toll from the prepaid card. There isaccordingly no need to stop the vehicle in order to pay the toll.

However, if the toll road is one having many branch routes and entriesand exits (interchanges), and is one in which, although there are manysections with short distances between interchanges, the total distanceof the road network as a whole is large, in cases such as this, thenumber of vehicle transit determining devices installed increases andthe installation costs and maintenance costs are great. Considerationmay also be given to exacting charges in a specific area as a means ofeasing traffic congestion, reducing atmospheric pollution, reducingnoise, obtaining regional revenue, or the like. In contrast to a chargearea in which the highway network is a narrow continuous distribution,the charge area for a specific area such as that described above is anisolated area covering a large surface area. In this case, there is ahigh probability that the road network within the area will be complex,and the establishment of tollbooths for stopping a vehicle to collectcharges is not feasible. Instead, the employing of an automatic chargeprocessing system that uses a communication device and a prepaid card orsome other electronic information storage medium is desirable.

The possibility of the prepaid card being illegally used needs to beconsidered, however. In fact, not only when prepaid cards are used, butwhen charge processing is performed using a storage medium or bytelecommunication, the possibility exists that information on thestorage medium will be illegally altered, or that illegal communicationinformation will be sent, or that the storage medium will be usedillegally or intentionally not used. Thus, it can be seen that there isa need for measures against illegalities in automatic charge processingin a non-stop automatic charge processing system in which it is notpractically possible for the controller to observe or examine thestorage medium or communication device.

The inventions described herein were conceived in view of the above, andthey provide a charge processing device, a charge processing system, anda charge processing card which have a simple structure and which enablethe processing of a charge to the user of a moving body such as avehicle or the like to be performed with ease.

The inventions also provide a charge processing device, a chargeprocessing system, and a charge processing card which enableconfirmation of the charge condition, for example, whether or not a tollhas been collected, in a area in which a charge is applied to be madewith ease.

The claimed inventions allow the following to be performed. Namely, theautomatic notification to a person of control information for a specificarea and of that person's positional relationship relative to thatspecific area; the simplification of the transmission of information ofthe specific area and the altering of that information; the comparativesimplification of the installation of system elements and theenhancement of the reliability of the control information notification;and the simplification of the charge processing of a vehicle that hasentered into the area in which a charge is applied and of the chargeinformation control.

The claimed inventions also allow the following to be performed. Namely,doing away with the need for the large scale installation of a fixedfacility without causing any problems in the toll payment; thesimplification of the transmission of information of the specific areaand the altering of that information; and the simplification of thecharge processing of a vehicle that has entered into the area in which acharge is applied and of the charge information control.

The claimed inventions also allow the following to be performed. Namely,the simplification of the automatic observation of an intentionalattempt to render inoperable a device carried by a user or mounted on avehicle in order to allow illegal use or to enable a charge to beavoided; the simplification of the data collection for that purpose; thedoing away with the need for the large scale installation of a fixedfacility without causing any problems in the toll payment; thesimplification of the transmission of information of the specific areaand the altering of that information; and the simplification of thecharge processing of a vehicle that has entered into the area in which acharge is applied and of the charge information control.

SUMMARY

The charge processing device, the charge processing method, and thecharge processing card having the structures described below wereinvented in order to overcome various operational inadequacies of knownsystems and arrangements.

According to one aspect of the inventions, there is provided a chargeprocessing device including: detecting means for detecting positioninformation indicating the position where a moving body is located;matching means for matching the position information with predeterminedmap information; setting means for, based on the map information,setting an area where a charge is applied which area corresponds to apredetermined area in the map information; deciding means for, based ona result of the matching by the matching means, deciding an entry stateindicating whether or not the moving body has at least entered into thearea where a charge is applied which area corresponds to a predeterminedarea in the map information; and generating means for generating, basedon a result of the deciding by the deciding means, charge informationfor the moving body.

A detecting means detects position information representing the currentposition of a moving body. A navigation system for mounting in a vehicleserving as the moving body which enables the display of a map for aidingtraveling and providing instructions on a route to a destination can beused as this detecting means. As is commonly known, this navigationsystem can use a GPS system to easily detect the position of the movingbody in which it is mounted (i.e. the host moving body), for example, aposition determined by latitude and longitude. It is also possible toprovide in the moving body a sending means such as a sender unit or thelike for sending a signal that contains identifying data for identifyingthe moving body, and receiving on the ground side the sent signal sothat the host position information is detected on the ground side.

The matching means matches the position information detected by thedetecting means with preset map information. Namely, because theposition where the moving body is located can be pinpointed from theposition information, at this position, for example, a position set as alatitude and longitude, the moving body is able to be matched withpredetermined map information such as a map of a predetermined area fromamong maps of Japan or maps of the Tokyo area.

The deciding means decides, on the basis of the result of the matchingby the matching means, an entry state representing at least whether ornot the moving body has entered into an area where a charge is appliedthat corresponds to a predetermined area set in advance in the mapinformation. The current position of the moving body is matched with mapinformation by the matching means. A predetermined area corresponding toa area in which a charge is applied that is set in advance is set on themap information. As a result, by determining whether or not the currentposition of the moving body matched to the map information is within thearea in which a charge is applied, it is possible to determine whetheror not the moving body has at least entered into the area in which acharge is applied. Consequently, the deciding means decides therepresentation of whether or not the moving body has at least enteredinto the area in which a charge is applied as an entry state. Further,on the basis of the map information, the setting means sets the areawhere a charge is applied which area corresponds to a predeterminedregion in the map information.

The generating means generates charge information for a moving bodybased on the result of the deciding by the deciding means. For example,the toll that should be collected from a moving body within the area inwhich a charge is applied is determined in advance. Accordingly, becausea predetermined toll should be charged when a moving body enters intothe area in which a charge is applied, the toll that should be chargedon the moving body that has entered into the area in which a charge isapplied is generated as charge information at a predetermined period.

In this way, in the charge processing device of the present invention,because the position of a moving body detected by a detecting means ismatched with map information, and the state of entry representingwhether or not the moving body has entered into an area in which acharge is applied is decided, and charge information for the moving bodyis generated in accordance with the state of entry, it is possible toperform charge processing for the user of a moving body using a simplestructure simply by generating charge information for a moving body inaccordance with the entry state thereof, without having to installon-road devices in all the entry and exit locations such as entry andexit gates.

According to another aspect of the inventions, there is provided afurther comprising location information detecting means for detecting,based on the position information, location information indicating dateand time the moving body is located in the area in which a charge isapplied, wherein the deciding means decides, based on the result of thematching by the matching means and a result of a detection by thelocation information detecting means, the entry state including alocation state of the moving body within the area in which a charge isapplied.

A constant charge is not applied in the area in which a charge isapplied. Instead, the charge application depends on a predetermined timeor time zone, the date or week, or a combination of these. Therefore,the charge processing device further comprises presence informationdetecting means for detecting, based on the position information,presence information representing the date and time the moving body ispresent in the area in which a charge is applied. It is possible todetect presence information representing the date and time the movingbody is present within the area in which a charge is applied using thepresence information detecting means. The deciding means decides, basedon a result of a matching by the matching means and a result of adetection by the presence information detecting means, an entry stateincluding a present state of the moving body within the area in which acharge is applied. As a result, it is possible to generate chargeinformation for a moving body that only enters into the area in which acharge is applied when the charge is for the predetermined time or timeperiod, the date or week, or combination of these.

In some cases, the driver is unaware that the area in which the movingbody is currently traveling is a area in which a charge is applied orthat the moving body is approaching and about to enter a area in which acharge is applied. Therefore, in the charge processing device, it ispossible to further provide a notification means for giving advanceinformation, when the moving body is approaching or has entered a areain which a charge is applied, expressing that the moving body isapproaching a area in which a charge is applied or has entered a area inwhich a charge is applied based on the above position information. Byfurther providing in this way a notification means for giving advanceinformation, when the moving body is approaching or has entered a areain which a charge is applied, expressing that the moving body isapproaching a area in which a charge is applied or has entered a area inwhich a charge is applied based on the above position information, it ispossible to notify the driver when the moving body has entered a area inwhich a charge is applied or is approaching and is about to enter a areain which a charge is applied, thereby making it easy for the driver todecide on a course of action relating to their entry into a area inwhich a charge is applied or the like.

Moreover, in some cases, a constant charge is not applied in the area inwhich a charge is applied. Instead, the charge application depends on apredetermined time or time zone, the date or week, or a combination ofthese. Therefore, in the charge processing device, the notificationmeans is able to give advance information including the time for which acharge is to be applied in the area in which a charge is applied whenthe moving body is approaching or has entered a area in which a chargeis applied. If the notification means is able in this way to giveadvance information including the charge applicable time in the area inwhich a charge is applied when the moving body is approaching or hasentered a area in which a charge is applied, it is possible to notifythe driver of information including the charge applicable time in thearea in which a charge is applied when the moving body has entered aarea in which a charge is applied or is approaching and is about toenter a area in which a charge is applied, thereby making it easy forthe driver to be aware that they have entered into a area in which acharge is applied or the like having times for which charges areapplied.

According to another aspect of the inventions, there is provided acharge processing device wherein the generating means decides the entrystate including a congestion state caused by moving bodies located inthe area in which a charge is applied.

In some cases, the charge application of the area in which a charge isapplied is set in accordance with the largeness of number of movingbodies that have entered the area in which a charge is applied, namely,in accordance with the state of congestion. In other words, the chargeapplication of the area in which a charge is applied is set inaccordance with when a predetermined state of congestion has beenexceeded. Therefore, the generating means decides a state of entryincluding a state of congestion caused by moving bodies present in thearea in which a charge is applied. If the state of entry is decided inthis way with the state of congestion included therein, then even whenthe toll differs in accordance with the state of congestion of the areain which a charge is applied, because the state of congestion isincluded in the state of entry, it is possible to easily generate chargeinformation for a moving body in accordance with the state ofcongestion. This can also apply when the toll differs for apredetermined time or time zone, the date or week, or a combination ofthese.

According to another aspect of the inventions, there is provided acharge processing device wherein the generating means is furtherprovided with storage means in which predetermined toll datacorresponding to the entry state is stored in advance, and thegenerating means generates the charge information using the toll data inthe storage means.

The toll for the charge processing is determined in advance. Therefore,the generating means is further provided with storage means in whichpredetermined toll data corresponding to the state of entry is stored inadvance, and by generating the charge information using the toll data inthe storage means, the generating means is able to generate the simplestand most appropriate charge information.

According to another aspect of the inventions, there is provided acharge processing device including: host position detecting means fordetecting a position of a host moving body; transceiving means for, bywireless communication, transmitting position information of a hostmoving body to the ground and receiving charge data relating to an areawhere a charge is applied which area is set based on predetermined mapinformation in correspondence with a predetermined area in the mapinformation; and charge processing means for performing chargeprocessing relating to the area in which a charge is applied, at apredetermined period and based on a result of a transmission andreception by the transceiving means, wherein the host position detectingmeans, the transceiving means, and the charge processing means are ableto be mounted on a moving body.

According to another aspect of the inventions, the position of the hostmoving body is housed is detected by the host moving body detectingmeans. As a result, it is possible to detect in the moving body theposition of the host moving body side. The aforementioned navigationsystem or the like, for example, can be employed for the host movingbody detecting means. By wireless communication, the transceiving meanstransmits position information of a host moving body to the ground, andreceives charge data relating to the area where a charge is appliedwhich area is set based on predetermined map information incorrespondence with a predetermined area in the map information. Namely,the detected position of host moving body is transmitted to the groundby a transceiving means, while the charge data obtained on the ground,namely, predetermined charge data relating to the area in which a chargeis applied is received. Data expressing the toll to be collected can beused for this charge data. The charge processing means performs, at apredetermined period, charge processing relating to the area in which acharge is applied based on the results of transmissions and receptionsby the transceiving means. Namely, charge processing is performed usingcharge data such as the toll to be collected and the like determined onthe ground.

According to another aspect of the inventions, the charge processingmeans processes a charge using an IC card on which balance informationis stored.

Namely, an IC card on which balance information is stored can be used bythe charge processing means.

According to another aspect of the inventions there is provided a chargeprocessing device comprising: detecting means for detecting positioninformation representing the position where a vehicle is located; chargemeans for, based on a result of a detection by the detecting means,executing charge processing for the vehicle when the vehicle has enteredinto an area where a charge is applied which area is set based onpredetermined map information in correspondence with a predeterminedarea in the map information; notification means which is mounted on thevehicle and which notifies the outside of the vehicle of a processingstate of the charge processing in a notifying state corresponding to theprocessing state; and continuing means for continuing a notification bythe notification means during the vehicle is located inside the area inwhich a charge is applied, based on a result of the detection by thedetecting means.

Detecting means detects position information representing the positionwhere a moving body is present. A navigation system mounted in a vehiclethat enables the display of a map for aiding traveling or indicating aroute to a destination can be used for this detecting means. As iscommonly known, this navigation system can use a GPS system to easilydetect the position of the vehicle in which it is mounted, for example,a position determined by latitude and longitude. It is also possiblethat in the vehicle side, a sending means such as a sender unit or thelike for sending a signal that contains identifying data for identifyingthe host vehicle is provided, and in the ground side, the sent signal isreceived so that the position information is detected on the groundside.

Because it is possible to detect the position of the presence of avehicle from the position information, the vehicle can be matched withthis position, for example, with a position determined by latitude andlongitude, on map information determined in advance, such as a map of apredetermined region from among maps of Japan or maps of the Tokyo area.

The charge means executes charge processing for a vehicle when thevehicle has entered into a predetermined area in which a charge isapplied, based on a result of a detection by the detecting means. Forexample, when a predetermined area in which a charge is applied isdetermined in advance on map information, by making a determination asto whether or not the position of the presence of a vehicle that hasbeen matched to the map information is within the area in which a chargeis applied, it is possible to determine whether or not the vehicle hasat least entered into the area in which a charge is applied. Moreover,for example, the toll to be collected from a vehicle that is presentwithin the area in which a charge is applied is determined in advance.Accordingly, when a vehicle enters the area in which a charge isapplied, because a predetermined toll should be charged, the toll thatshould be charged for the vehicle that has entered the area in which acharge is applied is collected. The charge, namely, the collection ofthe toll is performed by settling the toll from a settlement accountsuch as a card containing balance information such as a prepaid card oran IC card or the like, a bank account or credit card associated withthe vehicle user, or the like.

The notification means mounted in the vehicle notifies the outside ofthe vehicle of the processing state of the charge processing in anotifying state corresponding to the processing state. The processingstate may be at least a proper state that represents a state where acharge is properly made, or an improper state that represent a statewhere a charge is not made. If notification of one of these states ismade, it is possible to confirm whether or not the charge has beenproperly made from outside the vehicle. Therefore, for example, bycorresponding a notification state where notification is being made withthe processing state being a proper state, and by corresponding anotification state where no notification is being made with theprocessing state being an improper state, it is possible to confirm thata charge has been properly made from outside the vehicle simply bydetermining whether notification is being made or not being made. It isnot always certain that this notification for confirming the processingstate will be made at a location where an observer or the like isstationed. Therefore, the continuing means continues a notification bythe notification means while the vehicle is present inside the area inwhich a charge is applied, based on a result of a detection by thedetecting means.

Thus, in the charge state notification device for a vehicle of thepresent invention, because the processing state of the charge processingperformed when a vehicle has entered a area in which a charge isapplied, which is known from the position of the vehicle detected by thedetecting means, can be notified continuously within the area in which acharge is applied, the processing state can be confirmed from anarbitrary position within the area in which a charge is applied withoutinstalling on-road devices at every likely location of entry and exitsuch as entry and exit gates.

The notification means can be a radiation means for radiatingelectromagnetic waves towards the outside of a vehicle.

A radiation means for radiating electromagnetic waves towards theoutside of a vehicle can be used as the notification means. Theseelectromagnetic waves may be light in the visible wavelength band orinfrared light, microwaves or radio waves including faint waves. Byusing electromagnetic waves in this way, the notification state can beexpressed using predetermined frequencies and cycles, and amplitudewaveforms.

The notification means can be constructed as a light source disposed onthe detecting means, or on a number plate of a vehicle, or in an areaaround a number plate of a vehicle.

If the notification means is disposed at a location inside the vehiclethat is difficult to observe from the outside, the confirmation of theprocessing state of the charge processing, namely, the confirmation ofthe notification state is difficult from outside the vehicle. Therefore,the notification means is formed from a light source disposed on thedetecting means, or on a number plate of a vehicle, or in an area arounda number plate of a vehicle. As a result, it is easy for an observer orthe like to visually confirm the processing state of the chargeprocessing.

The notification means performs notification in a predeterminedoperating pattern in which the notification state is altered as in atime series.

When notification of either one of a proper state expressing a statewhere a charge has been properly made, and an improper staterepresenting a state where a charge has not been made is made by thenotification means, in some cases the notification, namely, theradiation of electromagnetic waves or the turning on of a light source,of a single notification state may be recognized by a third party otherthan the observer. Therefore, as described in claim 10, the notificationmeans performs notification in a predetermined operating pattern inwhich the notification state is altered in the manner of a time series.This operating pattern may be a pattern formed from a combination of aplurality of operating states, with the notification states indicated bypredetermined electromagnetic wave frequencies, predetermined radiationintensities, and turning on or off of the light source at apredetermined timing and the like. By making a notification in apredetermined operating pattern in this way, it is possible to make itdifficult for a third party to recognize the notification.

The notification means can be further provided with receiving means forreceiving a pattern signal representing the operating pattern, andnotification of the processing state is made to the outside of a vehiclebased on the pattern signal.

When the operating pattern is set inside the vehicle, it is possible forthe operating pattern to be analyzed by a third party using reverseengineering or the like. Therefore, as described in claim 11, thenotification means is further provided with receiving means forreceiving a pattern signal representing the operating pattern. Theoperating pattern is set in advance outside the vehicle and istransmitted to the vehicle. The notification means then notifies theoutside of the vehicle as to the processing state, based on the receivedpattern signal. As a result, analysis or recognition of the it by athird party is made difficult.

The notification means can be structured from a vehicle exteriornotification means for notifying the outside of the vehicle of theprocessing state, and a vehicle interior notification means fornotifying the inside of the vehicle of the processing state, andnotification of the processing state is made to the interior andexterior of the vehicle.

Confirmation of the processing state of the charge processing is easyfrom the outside of the vehicle, however, it is not possible for adriver who is inside the vehicle to be aware of the processing state ofthe charge processing. Therefore, the notification means can bestructured from a vehicle exterior notification means for notifying theoutside of the vehicle of the processing state, and a vehicle interiornotification means for notifying the inside of the vehicle of theprocessing state. By notifying the interior and exterior of the vehicleof the processing state, it is possible to notify both an observeroutside the vehicle and the driver inside the vehicle as to theprocessing state. Note that, when the notification mean is structuredusing lamps or the like which emit light, if the lamps are housed inpredetermined housings and light is irradiated in directions oppositeeach other of the vehicle exterior notification means and the vehicleinterior notification means, it is possible to easily notify theobserver outside the vehicle and the driver inside the vehicle as to theprocessing state.

An observation means can be provided for observing a notification fromthe notification means provided in the charge processing device.

It is necessary to observe from outside the vehicle the processing statethat has been notified to the outside of the vehicle. Therefore, in thecharge state observation device, there can be provided observation meansfor observing a notification from the notification means provided in thecharge state notification device for a vehicle. As described above, adevice for detecting electromagnetic waves can be employed for thisobservation means. As a result, it is possible to easily observe thenotification from outside the vehicle.

The observation means observes a notification by detecting at leastbrightness.

Notification of the processing state to the outside is often made byelectromagnetic waves, however, it is preferable if a light source isused and the notification is made using changes in the amount of lightor by flashing the light. Therefore, as described in claim 14, anotification is observed by the observation means detecting at leastbrightness. As a result, it is possible to make an observationcorresponding to the processing state notified by changes in the amountof light or by flashing the light when a light source is used.

The observation means is an image pickup means capable of picking upeither one or a plurality of images having at least brightness.

It is possible to use an image pickup means capable of picking up eitherone or a plurality of images having at least brightness as theobservation means. For example, an apparatus having an image pickupelement such as a TV camera or an image sensor or the like can be used.If this image pickup means is used, it is possible to easily detect thenotification state when notification is made using variations inbrightness.

The observation means observes a notification by detecting at leastbrightness in synchronization with an observation pattern determined inadvance that varies in the manner of a time series.

In order to prevent a processing state notified to the outside of avehicle from being recognized by, for example, a third party other thanthe observer, in some cases, the processing state is notified in apredetermined operating pattern in which the notification state isaltered in the manner of a time series. Therefore, as was described inclaim 16, the observation means observes a notification by detecting atleast brightness in synchronization with an observation patterndetermined in advance that varies in the manner of a time series. As aresult, because it is made in synchronization with the pattern of thenotified processing state, the observation of the notification state canbe simplified.

Namely, when an image pickup means is used, as is described above, theobservation means is able to observe a notification by detecting atleast brightness in synchronization with an observation patterndetermined in advance that varies in the manner of a time series. Forexample, in a notification state in which a lamp is flashed on and offfor the proper state, if an image is picked up coinciding with thisflashing on and off, it can be easily determined that the notificationstate is proper only when the obtained brightness is constantly bright.Moreover, when the flashing is not in synchronization with thisflashing, the notification state includes dark moments, therefore, itcan be easily determined that the notification state is not a properstate.

The observation means can be further provided with reception means forreceiving a pattern signal indicating an observation pattern, and theobservation means observes a notification in synchronization with anobservation pattern based on the pattern signal.

When the observation is synchronized with an observation pattern, if thesame pattern is constantly used, it is possible that it will berecognized by a third party. Therefore, by further providing theobservation means with reception means for receiving a pattern signalindicating an observation pattern, and the observation means observing anotification in synchronization with an observation pattern based on thepattern signal, it is possible to provide a degree of confidentiality tothe observation pattern, and to easily increase the reliability of theobservation of the processing state of the charge processing fromoutside the vehicle.

The charge processing device being further provided with deciding meansfor deciding the charge processing state based the result on anobservation by the observation means.

If the result of an observation by the observation means is used, theprocessing state can be easily decided automatically. Therefore, thecharge processing device is further provided with deciding means fordeciding the processing state of the charge processing based the resulton an observation by the observation means. As a result, it is possibleto easily decide the processing state of the charge processingautomatically from outside the vehicle, simplifying the observation.

The deciding means can be provided with comparing means for comparingthe state of a notification obtained by the observation means with apredetermined notification state, and processing deciding means fordeciding the state of the charge processing based on the result of acomparison by the comparing means.

In order for a distinction to be made between a normal state and anabnormal state, the notification states are able to be distinguishedbetween a predetermined notification state and notification states otherthan the predetermined notification state. Therefore, by providing thedeciding means with comparing means for comparing the state of anotification obtained by the observation means with a predeterminednotification state, and with processing deciding means for deciding theprocessing state of the charge processing based on the result of acomparison by the comparing means, the distinguishing of thenotification state is simplified and it is possible to observeprocessing state of the charge processing easily from outside thevehicle.

According to another aspect of the inventions, there is provided acharge processing device comprising: receiving means for receiving apattern signal indicating an observation pattern altered in the mannerof a time series in order to observe a notification from a notificationmeans provided in the charge processing device; and display means fordisplaying notification information corresponding to the observationpattern in synchronization with the observation pattern based on thepattern signal, wherein each of the above receiving means and displaymeans is portable.

It is difficult to observe at an arbitrary location on an irregularbasis a charge state observation device when the device itself is largeand has little mobility. Therefore, as described in claim 20, a portablecharge state observation device is formed comprising: receiving meansfor receiving a pattern signal indicating an observation pattern alteredin the manner of a time series in order to observe a notification from anotification means provided in the charge processing device; and displaymeans for displaying notification information corresponding to theobservation pattern in synchronization with the observation patternbased on the pattern signal. As a result, the convenience and mobilityof the charge state observation is improved.

In claim 21 of the present invention, in the charge processing deviceaccording to claim 20 of the present invention, the display meansdisplays observation information via at least one of sound and light.

By displaying notification information via at least one of sound andlight, the display means is easily able to display observationinformation corresponding to an observation pattern.

According to another aspect of the inventions, there is provided acharge processing device comprising: detecting means for detectingposition information indicating the position where a vehicle is located;matching means for matching the position information with predeterminedmap information; setting means for, based on the map information,setting an area where a charge is applied which area corresponds to apredetermined area in the map information; deciding means for, based ona result of the matching by the matching means, deciding an entry stateindicating whether or not the moving body has at least entered into thearea where a charge is applied; and making means for, based on a resultof a decision by the deciding means, generating charge information forthe moving body in the area where a charge is applied, as well aspreparing, at a predetermined period, a charge history of the generatedcharge information; and transmitting means for transmitting a chargehistory of charge information generated by the generating means to theground.

In the charge processing device according to claim 22 of the presentinvention, detecting means detects position information indicating theposition where a vehicle is located. A navigation system for a vehiclecapable of displaying a map for assisting driving and givinginstructions on a route to a destination can be used for this detectionmeans. The making means creates charge information for the vehicle in apredetermined area where a charge is applied, and also makes a chargehistory of the created charge information based on a result of adetection by the detecting means. For example, the toll that should becollected from a vehicle located in a area in which a charge is appliedis determined such that the amount of the charge is determined from thenumber of times the vehicle entered the area in which a charge isapplied and the length of time the vehicle was in the area in which acharge is applied. Consequently, the number of entries into the area inwhich a charge is applied and the length of stay in the area in which acharge is applied are generated as charge information. Because thecharge is made in relation to the charge information from the entry andlength of stay and the like of the vehicle in the area in which a chargeis applied, the charge history of the charge information generated bythe generating means is transmitted to the ground side by transmittingmeans. As a result, at the ground side, it is possible to collect thetoll that should be charged to the vehicle that entered or stayed in thearea in which a charge is applied. The collection of this charge,namely, of the toll can be performed by approving the toll from anapproved account such as a bank account or credit card or the likeassociated with the user of the vehicle, or from a card on which balanceinformation is stored such as a prepaid card or IC card or the like.

The vehicle travels on the ground, and almost every position thereof canbe specified by a map. Thus, the making means further comprises matchingmeans for matching the predetermined map information and the positioninformation; and deciding means for, based on a result of the matchingby the matching means, deciding an entry state indicating whether or notthe vehicle has at least entered into the predetermined area where acharge is applied which is in the map information. The position wherethe vehicle is located can be specified from the position information.Thus, the matching means can match the vehicle to this position, forexample, to a position determined by latitude and longitude, on mapinformation determined in advance, such as a map of a predeterminedregion from among maps of Japan, or maps of the Tokyo area.

Based on a result of the matching by the matching means, the decidingmeans decides an entry state indicating whether or not the vehicle hasat least entered into the predetermined area where a charge is appliedwhich is in the map information. The position where the vehicle existson the map information is matched by the matching means. The area wherea charge is applied is determined on the map information. Accordingly,if it is determined whether the position where the vehicle is located,which has been matched on the map information, is included in the areawhere a charge is applied, it can be determined whether the vehicle hasat least entered into the area where a charge is applied.

In this way, the deciding means decides, as the entry state, whether ornot the vehicle has at least entered into the area where a charge isapplied. The generating means generates the charge information for thevehicle, based on the result of the deciding by the deciding means. Forexample, the toll to be collected for a vehicle which is located in anarea where a charge is applied is determined in advance. Accordingly,when the vehicle enters into the area where a charge is applied, thetoll determined in advance should be charged, and thus, the toll whichshould be charged for the vehicle which has entered therein is generatedas the charge information.

The making means can be formed from generating means for generatingcharge information for each of a plurality of existing area in which acharge is applieds, and accumulating means for accumulating in sequencethe created charge information as charge history.

The making means can be formed from generating means for generatingcharge information for each of a plurality of existing area in which acharge is applied, and accumulating means for accumulating in sequencethe generated charge information as charge history. By using thisconstruction, even when a plurality of area in which a charge is appliedare scattered around or are grouped together, because the chargeinformation of each area in which a charge is applied is accumulated ascharge history in the accumulating means, the entry into or length stayor the like of a vehicle in a plurality of area in which a charge isapplied can be easily ascertained.

The detecting means detects the position information using satellitesignals from satellites.

In the detection of a vehicle, it is possible to provide in the vehiclea transmitting means such as a transmitter or the like for transmittinga signal that contains identification data for identifying the hostvehicle, and to receive this transmitted signal on the ground so as todetect the position information on the ground, or to detect the positioninformation in the vehicle via a navigation system. As is widely known,a navigation system uses a GPS system that uses satellite signals fromsatellites to easily detect the position of the host vehicle, forexample, a position determined by latitude and longitude. Therefore, asdescribed in claim 24, the detecting means is formed so as to be able todetect the position information using satellite signals from satellites.As a result of this, the position of a vehicle can be pinpointed in thathost vehicle.

The charge processing system can be provided with: in-vehiclecommunication means which is provided with the charge processing deviceand in which the transmission means transmits charge history inaccordance with an input transmission request: and on-road communicationmeans having requesting means for performing the transmission requestand processing means for performing charge settlement processing in apredetermined processing area and based on a transmitted charge history.

The charge processing system provided with in-vehicle communicationmeans which is provided with the charge processing device can beprovided with transmission means for transmitting charge history inaccordance with an input transmission request. As a result, as wasdescribed above, if a transmission request is made from the ground side,the charge history is able to be transmitted from the vehicle side. Thistransmission request is performed by the requesting means of thetransmission means on the ground side. In addition, the processing meansperforms charge settlement processing based on a predeterminedprocessing area and a transmitted charge history. As a result, thecharge history is held on the vehicle side and charge settlementprocessing can be performed in the processing area from the held chargehistory, and the area for the charge processing is not limited to beingestablished within the area in which a charge is applied.

On-road communication means can be provided with altering means foraltering the amount of the charge settlement based on a time until anarrival in the processing area.

In the in-vehicle device, even if the charge history is held oraccumulated, it is not possible to collect the actual toll if the chargeprocessing is not performed. Therefore, the on-road communication meansis further provided with altering means for altering the amount of thecharge settlement based on a time until an arrival in the processingarea. For example, for a set time, the toll collection of the chargeamount corresponds to the above charge history, however, when the settime is exceeded and as the time becomes longer, it is possible toincrease the charge amount, as is the case with arrears payments and thelike. As a result, it is possible to do away with the loss that isincurred until the actual toll collection depending on the length oftime involved.

According to another aspect of the inventions, there is provided acharge processing device comprising: detecting means for detectingposition information indicating a position where a vehicle is located;storage means capable of being inserted and removed for storing an areain which a charge is applied which area is set based on predeterminedmap information in correspondence with a predetermined area in the mapinformation; and generating means for, at a predetermined period,generating charge information for the vehicle based on a result of adetection by the detecting means and an area in which a charge isapplied stored in the loaded storage means.

The detecting means detects position information indicating the positionwhere a vehicle is located. A navigation system for a vehicle capable ofdisplaying maps to assist with driving and instruct as to a route to adestination can be used as the detecting means. Area in which a chargeis applied, which are set based on predetermined map information incorrespondence with predetermined regions in the map information, arestored in the storage means capable of being inserted and removed, andthe generating means generates, at a predetermined period, chargeinformation for the vehicle based on the result of the detection by thedetecting means and the area in which a charge is applied stored in thestorage means. For example, the toll that should be collected from avehicle located in a area in which a charge is applied is determinedsuch that the amount of the charge is determined from the number oftimes the vehicle entered the area in which a charge is applied and thelength of time the vehicle was in the area in which a charge is applied.Consequently, the generating means generates the number of entries intoand the length of stay in the area in which a charge is applied ascharge information. The storage means is capable of being inserted andremoved, therefore, when the area in which a charge is applied varies,it is possible to correctly collect the toll that should be charged forthe vehicle that has entered or stayed in the area in which a charge isapplied and the like simply by altering the area in which a charge isapplied that should be stored in the storage means.

The generating means can be provided with a reading means for reading aresult of a detection by the detecting means and an area where a chargeis applied stored in the storage means, and generates charge informationfrom the read position information and area where a charge is applied.

The generating means can be provided with a reading means for reading aresult of a detection by the detecting means and an area where a chargeis applied stored in the storage means, and generates charge informationfrom the read position information and area where a charge is applied.Because it is possible to read the result of a detection by thedetecting means and the area in which a charge is applieds stored in thestorage means in this way using a reading means, the charge informationcan be easily generated.

The storage means can be a toll card on which is stored an area in whicha charge is applied for generating at least charge information.

Because the storage means is capable of being inserted and removed, asis described in claim 30, it is possible to use a toll card on which isstored an area in which a charge is applied for generating at leastcharge information as the storage means. An IC card or prepaid card canbe used for this toll card.

According to another aspect of the inventions, there is provided acharge processing card including: a loading portion for loading in anin-vehicle device that detects position information indicating theposition where a vehicle is located, and generates charge informationfrom the position information and from an area where a charge is appliedwhich area is set based on predetermined map information incorrespondence with a predetermined area in the map information; an areastorage portion for storing the area where a charge is applied; and abalance storage section for storing balance information.

The charge processing card can be used as the toll card. This chargeprocessing card is provided with: a loading portion for loading in anin-vehicle device that detects position information indicating theposition where a moving body is located, and generates chargeinformation from the position information and a predetermined area wherea charge is applied; an area storage portion for storing the area wherea charge is applied, which area is set based on predetermined mapinformation in correspondence with a predetermined area in the mapinformation; and a balance storage section for storing balanceinformation. Consequently, the charge processing card is loaded in thein-vehicle device via the loading portion so that a area in which acharge is applied can be read from the area storage portion and balanceinformation can be read from the balance storage portion. It is thuspossible to correctly collect the fare that should be charged to avehicle that has entered into or stayed in the area in which a charge isapplied.

A charge processing device (701) carried by a user or mounted on amoving body comprising: means for detecting a ground position (ANTg,720–726); storage means (CRD) for storing area specifying information,which is set based on predetermined map information in correspondencewith a predetermined area in the map information, and controlinformation for inside an area; notification control means (702) forgenerating position relation information in a charge processing devicefor an area indicated by area specifying information, based on a groundposition detected by the ground position detecting means (ANTg, 720–726)and area specifying information of the storage means; and notificationmeans (710, 711, SP, 704, 724) for notifying a user as to informationexpressed by the position relation information, the area specifyinginformation, and the area control information.

Note that, in order to make comprehension easier, symbols ofcorresponding elements shown in the drawings of the embodimentscorresponding to the present invention are added for reference insidethe brackets.

Consequently, the notification control means (702) generates positionrelation information in a charge processing device (701) that functionsas a notification device for an area (charge area) expressed by areaspecifying information (charge area information) of the storage means(CRD). The notification means (710, 711, SP, 704, 724) reports thisposition relation information as well as information (area and chargeamount) indicating control information within an area and areaspecifying information of the storage means (CRD). As a result, a userof this charge processing device is easily able to be aware of theexistence and position of a specific area as well as what type of areathe area is by the time the user enters into the area represented by thearea specifying information. The user is thus able to easily decide ingood time whether to enter the area or to alter their route.

According to another aspect of the inventions, there is provided acharge processing device (701) carried by a user or mounted on a movingbody comprising: means for detecting a ground position (ANTg, 720–726);storage means (CRD) for storing charge area specifying information whichis set based on predetermined map information in correspondence with apredetermined area in the map information, charge information for insidean area, and credit information; notification control means (702) forgenerating position relation information in a charge processing devicefor a charge area indicated by charge area specifying information, basedon a ground position detected by the ground position detecting means(ANTg, 720–726) and charge area specifying information of the storagemeans, and updating credit information in the storage means in responseto changes outside and inside a ground position relative to the chargearea; and notification means (710, 711, SP, 704, 724) for notifying auser as to information expressed by the position relation information,the charge area specifying information, the charge information insidethe area, and the credit information.

Consequently, the notification control means (702) generates positionrelation information in a charge processing device (701) that functionsas a notification device for a charge area expressed by charge areaspecifying information (charge area information) of the storage means(CRD). The notification means (710, 711, SP, 704, 724) reports thisposition relation information as well as information (charge area andcharge amount) indicating charge information within an area and chargearea specifying information of the storage means (CRD). As a result, auser of this charge processing device is easily able to be aware of theexistence and position of a charge area as well as the charge amount bythe time the user enters into the charge area. The user is thus able toeasily decide in good time whether to enter the charge area or to selecta detour route.

Moreover, when a vehicle leaves a charge area after entering the area,the notification control means (702) updates the credit information inthe storage means when the vehicle enters the charge area or departsfrom the charge area, and the notification means (710, 711, SP, 704,724) reports information (balance information) indicating the creditinformation to the user, therefore, there is no manual involvement inthe charge processing and the user is easily made aware of the balance.

According to another aspect of the inventions, there is provided acharge processing system including: a notification device that is acharge processing device carried by a user or mounted on a moving bodyand includes a means for detecting a ground position, communicationmeans for receiving area specifying information which is set based onpredetermined map information in correspondence with a predeterminedarea in the map information, storage means for storing received areaspecifying information, notification control means for generatingposition relation information in a charge processing device for an areaindicated by area specifying information based on a ground positiondetected by the ground position detecting means and area specifyinginformation of the storage means, and notification means for notifying auser as to the position relation information; and a transmitting stationcomprising public notification information storage means for storingarea specifying information, and transmitting means for transmittingarea specifying information of the public notification informationstorage means.

Consequently, the notification control means (702) generates positionrelation information in a charge processing device (701) that functionsas a notification device for an area represented by area specifyinginformation (charge area information) of the storage means (CRD). Thenotification means (710, 711, SP, 704, 724) reports this positionrelation information. As a result, a user of this charge processingdevice is easily able to be aware of the existence and position of aspecified area by the time the user enters into the area represented bythe area specifying information. The user is thus able to easily decidein good time whether to enter the charge area or to alter the route.

Moreover, the transmission means (740, 741, 732) of the transmittingstation (730) transmits area specifying information of the publicinformation storage means (FDB), and the communication means (ANTt, 708,706) of the charge processing device (701) that is functioning as apublic notification device receives the area specifying information,which is then stored by the storage means (CRD, 702). As a result, ifthe transmitting station (30) alters the area specifying information ofthe public notification information storage means (FDB) in order toalter the position or size of the area, the area specifying informationof the charge processing device (701) also automatically changes toaltered information. The transmission of the area specifying informationis simple and the altering of the information is also simple. Because itis possible to transmit area specifying information to all chargeprocessing devices (701) that might possibly enter the area from asingle transmitting station (730) covering the area and its environs,the installation of the system elements is comparatively simple and thereliability of the information notification is increased.

According to another aspect of the inventions, there is provided acharge processing system including: a notification device that is acharge processing device carried by a user or mounted on a moving bodyand includes means for detecting a ground position, communication meansfor receiving charge area specifying information, which is set based onpredetermined map information in correspondence with a predeterminedarea in the map information, and charge information for inside an area,storage means for storing received charge area specifying information(CRD, 702), and credit information, notification control means (702) forgenerating position relation information in a charge processing devicefor a charge area, based on a ground position detected by the groundposition detecting means (ANTg, 720–726) and charge area specifyinginformation of the storage means, and updating credit information in thestorage means in response to changes outside and inside a groundposition relative to the charge area, and notification means(710,711,704,724) for notifying a user as to information expressed bythe charge area specifying information, the charge information forinside the area, and the credit information and the position relationinformation; and a transmitting station (30) comprising publicnotification information storage means (FDB,TDB) for storing areaspecifying information and inside-area charge information, andtransmitting means (740,731,732) for transmitting area specifyinginformation and inside-area charge information of the publicnotification information storage means.

Consequently, the notification control means (702) generates positionrelation information in a charge processing device (701) that functionsas a notification device for a charge area represented by charge areaspecifying information (charge area information) of the storage means(CRD). The notification means (710, 711, SP, 704, 724) reports thisposition relation information as well as information (charge area andcharge amount) indicating charge information within an area and chargearea specifying information of the storage means (CRD). As a result, auser of this charge processing device is easily able to be aware of theexistence and position of a charge area as well as the charge amount bythe time the user enters into the charge area. The user is thus able toeasily decide in good time whether to enter the charge area or to selecta detour route.

Moreover, when a vehicle leaves a charge area after entering the area,the notification control means (702) updates the credit information inthe storage means when the vehicle enters the charge area or departsfrom the charge area, and the notification means (710, 711, SP, 704,724) reports information (balance information) indicating the creditinformation to the user, therefore, there is no manual involvement inthe charge processing and the user is easily made aware of the balance.

Moreover, the transmission means (740, 741, 732) of the transmittingstation (730) transmits inside-area charge information area and areaspecifying information of the public information storage means (FDB),and the communication means (ANTt, 708, 706) of the charge processingdevice (701) that is functioning as a public notification devicereceives this information, which is then stored by the storage means(CRD, 702). As a result, if the transmitting station (730) alters thecharge amount and the area specifying information of the publicnotification information storage means (FDB) in order to alter theposition, size and/or the charge amount of the area, the information ofthe charge processing device (701) also automatically changes to alteredinformation. The transmission of the area specifying information and theinside-area charge information is simple and the altering of theinformation is also simple. Because it is possible to transmit areaspecifying information and charge information for within the area to allcharge processing devices (701) that might possibly enter the area froma single transmitting station (730) covering the area and its environs,the installation of the system elements is comparatively simple and thereliability of the information notification is increased.

The notification control means (702) transmits the updated credit cardinformation as well as an ID of the charge processing device (701) thatis functioning as a notification device to the transmission station(730) via the communication means (ANTt, 708, 706). The communicationstation (730) includes unpaid data storage means (CDB), and theinformation control means (732) of the transmission station (730) isable to make a record in accumulation manner of insufficient paymentcredit information, for received ID address, in the unpaid data storagemeans (CDB).

Consequently, on the basis of the total recorded (unpaid) data of theunpaid data storage means (CDB), the area controller is able to issue awarning that an insufficient amount has been collected and/or to performthe collection of the outstanding debt. Thus, the task of controllingthe area is simplified and made more economical.

The charge processing system, as item 35B, the notification controlmeans (702) transmits the fact that an entry has been made into a chargearea, when the ground position changes from outside the charge area toinside the charge area, to the transmission station (730) via thecommunication means (ANTt, 708, 706). The transmission station (730)includes accumulation storage means (TDB), and the information controlmeans (732) of the transmission station (730) is able to update the datafor the accumulated number of entries in the accumulation storage means(TDB) to data of a larger value, every time it receives a transmissionto the fact that an entry has been made into a charge area.

Consequently, on the basis of the data stored in accumulation storagemeans (TDB), the area controller is able to calculate the number ofentries (number of vehicles/time) into an area, estimates traffic volumeparameters such as the congestion or changes in the congestion, and usethis for traffic volume information collection and traffic control.

In the charge processing system of the above item 35B, when the groundposition changes from inside the charge area to outside the charge area,the notification control means (702) transmits this departure from thecharge area to the transmission station (730) via the communicationmeans (NTt, 708, 706). Each time the information control means (732) ofthe transmission station (730) receives a transmission about thedeparture from the charge area, the information control means (732) isable to update the data for the accumulated number of departures in theaccumulation storage means (TDB) to data of a larger value, every timeit receives a transmission to the effect that a departure has been madefrom a charge area.

Consequently, the balance when the data for the accumulated number ofdepartures in the accumulation storage means (TDB) is subtracted fromthe data for the accumulated number of entries in the accumulationstorage means (TDB) shows the retention volume (or the volume ofcongestion when traffic is congested), inside the charge area, ofvehicles in which the charge processing device (701) that is functioningas a notification device is mounted. The time differential value thereofshows the speed of change (i.e. a tendency towards congestion and atendency towards easing of congestion) in the retention volume. Based onthe data stored in the entry accumulation storage means (TDB), the areacontroller is able to estimate traffic volume parameters such ascongestion within the area or changes in the congestion, and use thisfor traffic volume information collection and traffic control.

Note that instead of counting the number of entries into an area and thenumber of departures from an area separately, it is also possible toincrement the retention volume data for an entry and decrement theretention volume data for a departure. In this case, the retentionvolume data shows the retention volume within an area directly, and thetime differential value thereof shows the speed of change (i.e. atendency towards congestion and a tendency towards easing of congestion)in the retention volume.

According to another aspect of the inventions, there is provided acharge processing device carried by a user or mounted on a moving bodycomprising: means (ANTg, 720–726) for detecting a ground position;storage means (CRD, 702) for storing area specifying information, whichis set based on predetermined map information in correspondence with apredetermined area in the map information, and credit information;relative position determining means (702) for calculating whether aground position detected by the ground position detecting means isinside or outside an area represented by area specifying information inthe storage means; interruption instruction means (IGsw); time measuringmeans (702) for measuring the time elapsed inside an area during aperiod in which there is no (Si═H) interruption instruction (Si═L) fromthe interruption instruction means; and charge processing means (702)for updating the credit information based on a value of a time measuredby the time measuring means.

Note that, in order to make comprehension easier, symbols ofcorresponding elements shown in the drawings of the embodimentscorresponding to the present invention are added for reference insidethe brackets.

Consequently, because the toll payment medium is the storage means (CRD,702), and the toll payment processing is performed by updating thecredit information, the toll payment is not a complicated matter. Evenif the road network inside the charge area is complicated, there is noneed to provide tollbooths or vehicle transit determining devices on aplurality of routes within the area or at the entries and exits to thearea, and neither there is any need for a large installation of a chargeprocessing system fixed facility.

For example, if a simple charge is applied to a vehicle in which acharge processing device is mounted, when the charge is applied inproportion to the length of time the vehicle remained inside chargearea, the charge is also increased for residents of the charge area,people working inside the charge area, and when vehicles are parked inlocations where they have no effect on road congestion such as in a carpark, which is unreasonable when the charge is supposed to be applied toa vehicle driving in the area. To counter this, a method in which thecharge to residents of a charge area or people working inside the chargearea is reduced by a fixed discount ratio may be considered, however,there are various relative ratios of parking time and traveling timedepending on the person, and a person who parks for an extremely shorttime, for example, is treated extremely advantageously.

There can be provided interruption instruction means (IGsw), and timemeasuring means (2) for measuring the time elapsed inside an area duringa period in which there is no (Si═H) interruption instruction (Si═L)from the interruption instruction means. In the case of a vehicle, theinterruption instruction means (IGsw) generates an interruptioninstruction ((SI═L)) when the vehicle is parked and measures the elapsedtime when the vehicle is not parked (Si═H). As a result, when thepurpose is to charge for traveling on a road, a reasonable relationshipis created between use of the road network and the amount of the toll tobe paid.

According to another aspect of the inventions, there is provided acharge processing device carried by a user or mounted on a moving bodycomprising: means (ANTg, 720–726) for detecting a ground position;storage means (CRD, 702) for storing area specifying information, whichis set based on predetermined map information in correspondence with apredetermined area in the map information, and credit information;relative position determining means (702) for calculating whether aground position detected by the ground position detecting means isinside or outside an area represented by area specifying information inthe storage means; distance measuring means (702) for measuring adistance moved within an area; and charge processing means (702) forupdating the credit information based on a distance measured by thedistance measuring means.

Consequently, because the toll payment medium is the storage means (CRD,702), and the toll payment processing is performed by updating thecredit information, the toll payment is not a complicated matter. Evenif the road network inside the charge area is complicated, there is noneed to provide tollbooths or vehicle transit determining devices on aplurality of routes within the area or at the entries and exits to thearea, and neither there is any need for a large installation of a chargeprocessing system fixed facility.

When a charge processing device is used in a vehicle charge system forcharging in accordance with the distance traveled inside a charge area,the charge is made on the distance traveled inside the charge area andthe increase in the charge amount is automatically stopped when thevehicle is parked. Consequently, there are no inconsistencies betweenresidents of the charge area or people working in the charge area andother people.

The charge processing device can further comprise notification means(710, 711, SP, 704, 724) for notifying a user about informationrepresenting area specifying information and credit information. A userof the charge processing system can be made aware of the existence of acharge area before entering the area as well as of the creditinformation, simplifying the user's choice as to whether or not to enterthe charge area.

The charge processing device can further comprise: notification controlmeans (702) for generating approach information that a charge processingdevice is approaching an area represented by area specifying informationbased on a ground position detected by the ground position detectingmeans and area specifying information of the storage means; andnotification means (710, 711, SP, 704, 724) for notifying a user aboutinformation representing the approach information, the area specifyinginformation, and the credit information. Because a notification is madeto the effect that a vehicle is approaching the charge area, a user isable to choose more reliably and with more leeway whether or not toenter the charge area.

The system can further be provided with communication means (ANTt, 708,706) for receiving area specifying information, wherein storage means(CRD, 702) stores received area specifying information; and atransmitting station (730) that includes public notification informationstorage means ((FDB, TDB) for storing area specifying information, andcommunication means (740, 731, 732) for transmitting area specifyinginformation of the public notification information storage means.

Consequently, the transmitting means (740, 731, 732) of the transmittingstation (730) transmits area specifying information of the publicnotification information storage means (FDB). The communication means(NTt, 708, 706) of the charge processing device (701) receives the areaspecifying information which is then stored by the storage means (CRD,702). As a result, if the transmitting station (730) alters the areaspecifying information of the public notification information storagemeans (FDB) in order to alter the position and/or size of the area, thearea specifying information of the charge processing device alsoautomatically changes to altered information. The transmission of thearea specifying information is simple and the altering of theinformation is also simple. Because it is possible to transmit areaspecifying information to all charge processing devices (701) that mightpossibly enter the area from a single transmitting station (730)covering the area and its environs, the installation of the systemelements is comparatively simple and the reliability of the informationnotification is increased.

The charge device can be mounted in a vehicle, and the interruptioninstruction means performs an interruption instruction by beinginterconnected with the off operation of the ignition (IGsw) of thevehicle.

Consequently, because an interruption instruction (Si═L) is generatedwhen the car is parked, and the time lapse is suspended, there is nocharge for the length of time that the vehicle is parked and, when thepurpose is to charge for traveling on a road, a reasonable relationshipis created between use of the road network and the amount of the toll tobe paid.

The system can be provided with communication means (ANTt, 708, 706) forreceiving area specifying information which is set based onpredetermined map information in correspondence with a predeterminedarea in the map information, wherein storage means (CRD, 702) storesreceived area specifying information; and a transmitting station (730)that includes public notification information storage means (FDB, TDB)for storing area specifying information, and communication means (740,731, 732) for transmitting area specifying information of the publicnotification information storage means. Consequently, the same operationand effects as in the above fortieth embodiment are obtained.

In the above-described charge processing system, as item 38A, thenotification control means (702) transmits the updated creditinformation together with the ID of the charge processing device (701)to the transmission station (730) via the communication means (ANTt,708, 706). The transmission station (730) includes unpaid data storagemeans (CDB), and the information control means (732) of the transmissionstation (730) makes a record of accumulated insufficient payment creditinformation that it has received at the ID address received in theunpaid data storage means (CDB).

Consequently, on the basis of the total recorded (unpaid) data of theunpaid data storage means (CDB), the area controller is able to issue awarning that an insufficient amount has been collected and/or to performthe collection of the outstanding debt. Thus, the task of controllingthe area is simplified and made more economical.

In the charge processing system, as item 38B, the notification controlmeans (702) transmits the fact that an entry has been made into a chargearea when the ground position changes from outside the charge area toinside the charge area to the transmission station (730) via thecommunication means (ANTt, 708, 706). The communication station (730)includes accumulation storage means (TDB), and the information controlmeans (732) of the transmission station (730) is able to update the datafor the total number of entries in the accumulation storage means (TDB)to data showing a larger value, every time it receives a transmission tothe effect that an entry has been made into a charge area.

Consequently, on the basis of the data stored in accumulation storagemeans, the area controller is able to calculate the number of entries(number of vehicles/time) into an area, estimates traffic volumeparameters such as the congestion or changes in the congestion, and usethis for traffic volume information collection and traffic control.

In the charge processing system, as above item 38C, when the groundposition changes from inside the charge area to outside the charge area,the notification control means (702) transmits this departure from thecharge area to the transmission station (730) via the communicationmeans (ANTt, 708, 706). Each time the information control means (732) ofthe transmission station (730) receives a transmission about a departurefrom the charge area, the information control means (732) is able toupdate the data for the total number of departures in the accumulationstorage means (TDB) to data showing a larger value, every time itreceives a transmission to the effect that a departure has been madefrom a charge area.

Consequently, the balance when the data in the accumulation storagemeans (TDB) for the total number of departures is subtracted from thedata for the total number of entries shows the retention volume (or thevolume of congestion when traffic is congested) inside the charge areaof vehicles in which the charge processing device (701) that isfunctioning as a notification device is mounted. The time differentialvalue thereof shows the speed of change (i.e. a tendency towardscongestion and a tendency towards easing of congestion) in the retentionvolume. Based on the data stored in the entry accumulation storage means(TDB), the area controller is able to estimate traffic volume parameterssuch as congestion within the area or changes in the congestion, and usethis for traffic volume information collection and traffic control.

Note that instead of counting the number of entries into an area and thenumber of departures from an area separately, it is also possible toincrement the retention volume data for an entry and decrement theretention volume data for a departure. In this case, the retentionvolume data shows the retention volume within an area directly, and thetime differential value thereof shows the speed of change (i.e. atendency towards congestion and a tendency towards easing of congestion)in the retention volume.

According to another aspect of the inventions, there is provided acharge processing device comprising: storage means (CRD) for storingcredit information; read/write means (705) for reading creditinformation from the storage means (CRD) and writing credit informationto the storage means (CRD); entry detecting means (720–726, 702) fordetecting an entry into a charge area which is set based onpredetermined map information in correspondence with a predeterminedarea in the map information; charge processing means (702) for updating,in accordance with a charge toll, credit information in the storagemeans (CRD) via the read/write means (705) in response to traffic in acharge area; and communication means (2, ANTt, 708, 706) fortransmitting information on a state of a charge device (i.e. card readeris normal, card is present) including whether or not reading and writingof the credit information in the storage means is possible while in acharge area.

Note that, in order to make comprehension easier, symbols ofcorresponding elements shown in the drawings of the embodiments of theinventions are added for reference inside the brackets.

Consequently, because the toll payment medium is the storage means(CRD), and the toll payment processing is performed by updating thecredit information, the toll payment is not a complicated matter. Thecharge control station collects the charge device state informationtransmitted by the communication means (702, ANTt, 708, 706), and isable to know whether or not reading and writing by the storage means(CRD) is possible, namely, whether or not charge processing is possible,and it is possible to automatically avoid deductions caused bydestruction or removal of the storage means (CRD) or read/write means(705) in order to avoid charge deductions and, naturally, charge errorscaused by a breakdown in the charge device.

According to another aspect of the inventions, there is provided acharge processing device comprising: means (ANTg, 720–726) for detectinga ground position; storage means (CRD, 702) for storing creditinformation (a balance), charge areas which are set based onpredetermined map information in correspondence with predetermined areasin the map information, and charge tolls; charge processing means (702)for detecting whether a ground position detected by the ground positiondetecting means is within a charge processing area, and updating, inaccordance with the charge toll, credit information in the storage meansin response to the traffic in a charge area; and communication means(702, ANTt, 708, 706) for transmitting information on a state of acharge device including whether or not ground position detection by theground position detecting means (ANTg, 720–726) is possible while in acharge area.

Consequently, even if the road network inside the charge area iscomplicated, there is no need to provide tollbooths or vehicle transitdetermining devices on a plurality of routes within the area or at theentries and exits to the area, and neither there is any need for a largeinstallation of a charge processing system fixed facility. The chargecontrol station collects the charge device state information transmittedby the communication means (702, ANTt, 708, 706), and is able to knowwhether or not recognizing the position of the charge device by theground position detecting means (ANTg, 720–726) is possible, and it ispossible to automatically avoid deductions caused by a halting in theoperation or removal of the ground position detecting means (ANTg,720–726) in order to avoid charge deductions and, naturally, chargeerrors caused by irregularities in the ground position detecting means(ANTg, 720–726).

According to another aspect of the inventions, there is provided acharge processing system comprising: a charge processing device (701)that includes storage means (CRD) for storing credit information,read/write means (705) for reading credit information from the storagemeans (CRD) and writing credit information to the storage means (CRD),entry detecting means (720–726, 702) for detecting an entry into acharge area which is set based on predetermined map information incorrespondence with a predetermined area in the map information, chargeprocessing means (702) for updating, in accordance with the charge toll,credit information in the storage means (CRD) via the read/write means(705), in response to a traffic in the charge area, and firstcommunication means (702, ANTt, 708, 706) for receiving a data requestand transmitting charge device state information (card reader normal,card present) including whether or not reading and writing of creditinformation in the storage means (CRD) is possible while in a chargearea; and a control station (730) that includes second communicationmeans (740, 731, 733) for transmitting a data request to the chargeprocessing device and receiving charge state information from the chargeprocessing device, and searching means (733) for checking for erroneoususe of a charge processing device based on received data.

Consequently, because the toll payment medium is the storage means(CRD), and the toll payment processing is performed by updating thecredit information, the toll payment is not a complicated matter. Thecontrol station (730) collects the charge device state informationtransmitted by the first communication means (702, ANTt, 708, 706) ofthe charge device (701) via the second communication means (740 m 731,733), and is able to know whether or not reading and writing by thestorage means is possible (CRD), namely, whether or not chargeprocessing is possible, and it is possible to automatically checkdeductions caused by destruction or removal of the storage means (CRD)or read/write means (705) in order to avoid charge deductions and,naturally, charge errors caused by a breakdown in the charge device.

Note that the control station (730) transmits a charge request to thecharge processing device (701) via the second communication means (740,731, 733), and the charge processing means (702) of the chargeprocessing device (701) is able to update the credit information in thestorage means (CRD) in accordance with the charge toll. The followingshould also be noted.

It is possible for the charge device state information to include theground position.

It is possible for the charge device state information to include thetime.

It is possible for the charge device state information to include thecredit information.

It is possible for the charge device state information to include thedistance traveled inside the charge area.

It is possible for the charge device state information to include thelength of time stayed in the charge area.

It is possible for the charge processing device to include interruptioninstruction means (IGsw) for interrupting the accumulation of the lengthof the time in a charge area (integral or fractional time) when thevehicle is not traveling.

Because the position of a vehicle detected by detecting means is matchedwith map information, and a state of entry which indicates whether ornot a vehicle has entered into an area in which a charge is applied isdecided, and charge information for the vehicle is generated inaccordance with the state of entry, the effect is achieved that it ispossible to perform charge processing for the user of a vehicle using asimple structure simply by generating charge information for a vehiclein accordance with the entry state thereof, without having to installon-road devices in all the entry and exit locations such as entry andexit gates.

Because location information indicating the date and time a vehicle waspresent inside a area in which a charge is applied is further detected,and an entry state that includes the state of the location of thevehicle inside the area in which a charge is applied is decided, theeffect is achieved that it is possible to generate charge informationfor a vehicle that has only entered into the area in which a charge isapplied when the charge was for the predetermined time or time period,the date or week, or combination of these.

Because the state of entry is decided with the state of congestioncaused by vehicles located within a area in which a charge is appliedincluded therein, the effect is achieved that it is possible to easilygenerate charge information for a vehicle in accordance with the stateof congestion even when the toll differs depending on the state ofcongestion in the area in which a charge is applied.

Because predetermined toll data corresponding to the state of entry isstored in advance in the storage means, the effect is achieved thatsimple and appropriate charge information is able to be generated.

Because the processing state of the charge processing performed when avehicle has entered a area in which a charge is applied, which is knownfrom the position of the vehicle detected by the detecting means, can benotified continuously within the area in which a charge is applied, theeffect is achieved that the processing state can be confirmed from anarbitrary position within the area in which a charge is applied withoutinstalling on-road devices at every likely location of entry and exitsuch as entry and exit gates.

Because a radiation means which radiates electromagnetic waves is used,the effect is achieved that the manufacturing of the device issimplified.

Because the notification means is formed from a light source disposed onthe detecting means, or on a number plate of a vehicle, the effect isachieved that it is possible for an observer or the like to visuallyconfirm the processing state of the charge processing with ease.

Because notification is made to a vehicle in a predetermined operatingpattern in which the notification state is altered in the manner of atime series, the effect is achieved that it is possible to make itdifficult for a third party to recognize the notification.

The outside of the vehicle is notified as to the processing state basedon a received pattern signal, the effect is achieved that it is possibleto make it difficult for a third party to analyze or recognize theoperating pattern.

Because it is possible to for the outside and inside of a vehicle to benotified as to the processing state, the effect is achieved that it ispossible for an observer outside the vehicle and the driver of thevehicle to be notified as to the processing state.

Because it is possible for a notification from the notification means tobe observed by observation means, the effect is achieved that it ispossible to observe the processing state of the charge processing fromoutside the vehicle with ease.

Because, as the observation means, it is possible to observe anotification by detecting brightness, the effect is achieved that, whena notification is made based on a variation in the brightness, thatnotification state can be easily detected.

If an image pickup means is used, the effect is achieved that it ispossible to observe a notification by detecting at least brightness insynchronization with a predetermined observation pattern that is alteredin the manner of a time series, and it is possible to easily distinguishthe processing state.

Because a pattern signal indicating an observation pattern is received,and a notification is observed by detecting at least brightness insynchronization with an observation pattern based on the pattern signal,the effect is achieved that it is possible to provide a degree ofconfidentiality to the observation pattern, and to easily increase thereliability of the observation of the processing state of the chargeprocessing from outside the vehicle.

Because deciding means decides the processing state of the chargeprocessing based on the result of an observation by the observationmeans, the effect is achieved that it is possible to observe theprocessing state of the charge processing from outside the vehicle withease.

Because the deciding means compares the state of a notification obtainedby the observation means with a predetermined notification state, anddecides the processing state of the charge processing based on theresults of the comparison, the effect is achieved that thedistinguishing of the notification state is simplified and it ispossible to observe the processing state of the charge processing fromoutside the vehicle with ease.

Because charge information for a vehicle in a area in which a charge isapplied is generated by generating means from information on theposition of the vehicle detected by the detecting means, and a chargehistory of the charge information is also generated, and these aretransmitted to the ground by transmission means, the effect is achievedthat it is possible on the ground to collect with ease a toll thatshould be charged to a vehicle that has entered or stayed in a area inwhich a charge is applied.

Because the making means can be formed from generating means forgenerating charge information for each of a plurality of existing areain which a charge is applied, and accumulating means for accumulating insequence the charge information as charge history, the effect isachieved that, even when a plurality of area in which a charge isapplied are scattered around or are grouped together, by using thecharge history of the charge information of each area in which a chargeis applied accumulated in the accumulating means, the entry into or stayof a vehicle in a plurality of area in which a charge is applied can beeasily ascertained.

Because it is possible to detect position information using satellitesignals from satellites, the effect is achieved that it is possible topinpoint the position of a vehicle inside that same vehicle.

Because, in response to a transmission request from the ground side, acharge history is transmitted from an in-vehicle communication meansprovided with transmitting means for transmitting a charge history inresponse to an input transmission request, the effect is achieved that acharge settlement can be processed from the charge history held in thevehicle in a processing area that is not limited to being inside an areain which a charge is applied.

Because the amount of the charge settlement is altered in the on-roadcommunication means based on the time until arriving in the processingarea, the effect is achieved that it is possible to do away with theloss that is incurred until the actual toll collection depending on thelength of time involved.

Because the storage means is capable of being inserted and removed, theeffect is achieved that when the area in which a charge is appliedvaries, it is possible to collect the proper toll that should be chargedfor the vehicle that has entered or stayed or the like in the area inwhich a charge is applied simply by altering the area in which a chargeis applied that should be stored in the storage means.

Because a reading means is able to read the result of a detection by thedetecting means and the area in which a charge is applied stored in thestorage means in this way using a reading means, the effect is achievedthat the charge information can be easily generated.

Because a charge processing card can be loaded in the in-vehicle devicevia the loading portion so that area in which a charge is applied can beread from the area storage portion and balance information can be readfrom the balance storage portion, the effect is achieved that ispossible to collect the proper toll that should be charged to a vehiclethat has entered into or stayed in the area in which a charge isapplied.

Because notification control means generates position relationinformation in a charge processing device that functions as anotification device for an area (charge area) expressed by areaspecifying information (charge area information) of the storage means,and notification means reports this position relation information aswell as information (area and charge amount) indicating controlinformation within an area and area specifying information of thestorage means, a user of this charge processing device is easily able tobe aware of the existence and position of a specific area as well aswhat type of area the area is by the time the user enters into the arearepresented by the area specifying information, and is thus able toeasily decide in good time whether to enter the area or to alter theirroute.

Because the notification control means generates position relationinformation in a charge processing device for a charge area expressed bycharge area specifying information (charge area information) of thestorage means, and the notification means reports this position relationinformation as well as information (charge area and charge amount)indicating charge information within an area and charge area specifyinginformation of the storage means, a user of this charge processingdevice is easily able to be aware of the existence and position of acharge area as well as the charge amount by the time the user entersinto the charge area. The user is thus able to easily decide in goodtime whether to enter the charge area or to select a detour route.

Because the notification control means generates position relationinformation in a charge processing device for an area represented byarea specifying information (charge area information) of the storagemeans, and the notification means reports this position relationinformation, a user of this charge processing device is easily able tobe aware of the existence and position of a specified area by the timethe user enters into the area represented by the area specifyinginformation, and is thus able to easily decide in good time whether toenter the charge area or to alter the route.

The notification control means generates position relation informationin a charge processing device for a charge area represented by chargearea specifying information (charge area information) of the storagemeans, and the notification means reports this position relationinformation as well as information (charge area and charge amount)indicating charge information within an area and charge area specifyinginformation of the storage means, a user of this charge processingdevice is easily able to be aware of the existence and position of acharge area as well as the charge amount by the time the user entersinto the charge area, and the user is thus able to easily decide in goodtime whether to enter the charge area or to select a detour route.

According to claim 36 of the present invention, because the toll paymentmedium is the storage means, and the toll payment processing isperformed by updating the credit information, the toll payment is not acomplicated matter. Even if the road network inside the charge area iscomplicated, there is no need to provide toll booths or vehicle transitdetermining devices on a plurality of routes within the area or at theentries and exits to the area, and neither there is any need for a largeinstallation of a charge processing system fixed facility.

Because the toll payment medium is the storage means, and the tollpayment processing is performed by updating the credit information, thetoll payment is not a complicated matter. Even if the road networkinside the charge area is complicated, there is no need to provide tollbooths or vehicle transit determining devices on a plurality of routeswithin the area or at the entries and exits to the area, and neitherthere is any need for a large installation of a charge processing systemfixed facility.

Because the charge processing device further comprises notificationmeans for notifying a user about information representing areaspecifying information and credit information, a user of the chargeprocessing system can be made aware of the existence of a charge areabefore entering the area as well as of the credit information,simplifying the user's choice as to whether or not to enter the chargearea.

Because the charge processing device further comprises: notificationcontrol means for generating approach information that a chargeprocessing device is approaching an area represented by area specifyinginformation based on a ground position detected by the ground positiondetecting means and area specifying information of the storage means;and notification means for notifying a user about informationrepresenting the approach information, the area specifying information,and the credit information, and because a notification is made to theeffect that a vehicle is approaching the charge area, a user is able tochoose more reliably and with more leeway whether or not to enter thecharge area.

Because the transmitting means of the transmitting station transmitsarea specifying information of the public notification informationstorage means, and the communication means of the charge processingdevice receives the area specifying information which is then stored bythe storage means, if the transmitting station alters the areaspecifying information of the public notification information storagemeans in order to alter the position and/or size of the area, the areaspecifying information of the charge processing device alsoautomatically changes to altered information. The transmission of thearea specifying information is simple and the altering of theinformation is also simple. Because it is possible to transmit areaspecifying information to all charge processing devices that mightpossibly enter the area from a single transmitting station covering thearea and its environs, the installation of the system elements iscomparatively simple and the reliability of the information notificationis increased.

Because an interruption instruction is generated when the car is parkedand the time lapse is suspended, there is no charge for the length oftime that the vehicle is parked and, when the purpose is to charge fortraveling on a road, a reasonable relationship is created between use ofthe road network and the amount of the toll to be paid.

Because there is a charge processing system comprising: a chargeprocessing device further provided with communication means receivingarea specifying information, wherein storage means stores received areaspecifying information; and a transmitting station that includes publicnotification information storage means for storing area specifyinginformation, and communication means for transmitting area specifyinginformation of the public notification information storage means, theinstallation of the system elements is comparatively simple and thereliability of the information notification is increased.

Because the toll payment medium is the storage means, and the tollpayment processing is performed by updating the credit information, thetoll payment is not a complicated matter. The charge control stationcollects the charge device state information transmitted by thecommunication means, and is able to know whether or not reading andwriting by the storage means is possible, namely, whether or not chargeprocessing is possible, and it is possible to automatically checkdeductions caused by destruction or removal of the storage means orread/write means in order to avoid charge deductions and, naturally,charge errors caused by a breakdown in the charge device.

Even if the road network inside the charge area is complicated, there isno need to provide toll booths or vehicle transit determining devices ona plurality of routes within the area or at the entries and exits to thearea, and neither there is any need for a large installation of a chargeprocessing system fixed facility. The charge control station collectsthe charge device state information transmitted by the communicationmeans, and is able to know whether or not recognizing the position ofthe charge device by the ground position detecting means is possible,and it is possible to automatically check deductions caused by a haltingin the operation or removal of the ground position detecting means inorder to avoid charge deductions and, naturally, charge errors caused bya irregularities in the ground position detecting means.

Because the toll payment medium is the storage means, and the tollpayment processing is performed by updating the credit information, thetoll payment is not a complicated matter. The control station collectsthe charge device state information transmitted by the firstcommunication means of the charge device via the second communicationmeans, and is able to know whether or not reading and writing by thestorage means is possible, namely, whether or not charge processing ispossible, and it is possible to automatically check deductions caused bydestruction or removal of the storage means or read/write means in orderto avoid charge deductions and, naturally, charge errors caused by abreakdown in the charge device.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram showing the conceptual structure of anautomatic charge system 10 according to an embodiment of the presentinvention.

FIG. 2 is a block diagram showing the schematic structure of a generalcenter established on the ground in the automatic charge system of thefirst embodiment.

FIG. 3 is a block diagram showing the schematic structure of anin-vehicle device in the automatic charge system of the firstembodiment.

FIG. 4 is a flow chart showing the flow of information transmissionprocessing executed in the general center in the first embodiment.

FIG. 5 is a flow chart showing the flow of processing to decide a areain which a charge is applied executed in the in-vehicle device of thefirst embodiment.

FIG. 6 is a flow chart showing the flow of charge processing executed inthe in-vehicle device of the first embodiment.

FIG. 7 is an image diagram showing a area in which a charge is applied.

FIG. 8 is an explanatory diagram for explaining an example fordetermining a area in which a charge is applied.

FIG. 9 is an image diagram showing an example of a charge applicablezone of the second embodiment.

FIG. 10 is a flow chart showing the flow of processing to decide acharge applicable zone executed in the in-vehicle device of the secondembodiment.

FIG. 11 is a flow chart showing the flow of charge processing executedin the in-vehicle device of the second embodiment.

FIG. 12 is a flow chart showing the flow of information storageprocessing executed in the in-vehicle device of the third embodiment.

FIG. 13 is a flow chart showing the flow of charge processing executedin the general center of the third embodiment.

FIG. 14 is a flow chart showing the flow of communication processing ofthe in-vehicle device of the third embodiment.

FIG. 15 is a block diagram showing the conceptual structure of anautomatic charge system according to the fourth embodiment of thepresent invention.

FIG. 16 is a block diagram showing the schematic structure of a relaydevice established on the ground in the automatic charge system of thefourth embodiment of the present invention.

FIG. 17 is a block diagram showing the schematic structure of anin-vehicle device in the automatic charge system of the fourthembodiment of the present invention.

FIGS. 18A and 18B are perspective views showing examples of theinstallation housing of a lamp used for observation. FIG. 18A shows thefront surface while FIG. 18B shows the rear surface.

FIG. 19 is an image diagram showing a area in which a charge is applied.

FIG. 20 is a flow chart showing the flow of charge processing executedin the in-vehicle device of the fourth embodiment of the presentinvention.

FIGS. 21 A and 21 B are a flow chart of the showing the flow of thein-vehicle device operation processing.

FIG. 22 is a flow chart showing the flow of charge area entry processingof the in-vehicle device.

FIG. 23 is a line diagram showing an example of a normal pattern.

FIG. 24 is a flow chart showing the flow of charge area entry processingin the on-ground installation.

FIG. 25 is a flow chart showing the flow of ID inquiry processing of thein-vehicle device.

FIG. 26 is a flow chart showing the flow of ID inquiry processing(checkpoint processing) in the on-ground device.

FIG. 27 is a flow chart showing the flow of position inquiry processingin the in-vehicle device.

FIG. 28 is a flow chart showing the flow of position inquiry processingin the on-ground device.

FIG. 29 is a flow chart showing the flow of charge area departureprocessing in the in-vehicle device.

FIG. 30 is a flow chart showing the flow of charge area departureprocessing in the on-ground device.

FIG. 31 is a perspective view showing another example of theinstallation housing of an observation lamp.

FIG. 32 is an explanatory view showing an example in which theobservation lamp is installed on a vehicle number plate outside thevehicle compartment.

FIG. 33 is an explanatory for explaining an observation lamp on avehicle number plate.

FIG. 34 is a flow chart showing the flow of violation detectionprocessing in the on-ground installation.

FIG. 35 is a block diagram showing the schematic structure of anobservation device of the fifth embodiment.

FIGS. 36A and 36B are line drawings showing an observation lamp. FIG.36A shows a state where the lamp is on, while FIG. 36B shows a statewhere the lamp is off.

FIG. 37 is a flow chart showing the flow of observation deviceprocessing.

FIGS. 38A, 38B, 38C, and 38D are line drawings showing an observationdevice display screen. FIG. 38A shows a display screen when theobservation lamp is turned on in a normal pattern; FIG. 38B shows anexample of a display screen when the observation lamp is turned on in anon-normal pattern; FIG. 38C shows another example of a display screenwhen the observation lamp is turned on in a non-normal pattern; and FIG.38D shows yet a further example of a display screen when the observationlamp is turned on in a non-normal pattern.

FIG. 39 is a block diagram showing the schematic structure of asupporting device.

FIG. 40 is an image diagram showing a area in which a charge is appliedaccording to the sixth embodiment of the present invention.

FIG. 41 is a flow chart showing the flow of charge processing executedin an in-vehicle device of the sixth embodiment of the presentinvention.

FIG. 42 is an explanatory diagram for explaining the area of acheckpoint.

FIGS. 43 A and 43 B are a flow chart showing the flow of processing tooperate an in-vehicle device.

FIG. 44 is a flow chart showing the flow of processing to operate arelay device.

FIG. 45 is an image diagram showing separated area in which a charge isapplied.

FIG. 46 is an image diagram showing a area in which a charge is appliedthat can be altered and moved.

FIG. 47 is a block diagram showing the schematic structure of anin-vehicle device in an automatic charge system according to the seventhembodiment of the present invention.

FIGS. 48A and 48B show examples of an IC card. FIG. 48A shows a magneticstorage type card having a magnetic storage area, while FIG. 48B showsan IC storage type card having an IC storage portion.

FIGS. 49A, 49B, and 49C are perspective views showing an example of theinstallation housing of an observation lamp. FIG. 49A shows the frontsurface, FIG. 49B shows the rear surface, and FIG. 49C shows a frontsurface formed from a plurality of lamps.

FIG. 50 is an image diagram showing a area in which a charge is applied.

FIG. 51 is a flow chart showing the flow of processing to operate thein-vehicle device.

FIG. 52 is a is a block diagram showing an outline of the systemstructure according to the eighth embodiment of the present invention.

FIG. 53 is a block diagram showing the structure of the vehiclenotification device shown in FIG. 52.

FIG. 54 is a block diagram showing the structure of the notificationstation shown in FIG. 52.

FIGS. 55 A and 55 B are a flow chart showing a portion of thenotification control operation of the notification control ECU shown inFIG. 53.

FIGS. 56 A and 56 B are a flow chart showing the remaining portions ofthe notification control operation of the notification control ECU shownin FIG. 53.

FIGS. 57 A and 57 B are a flow chart showing the operation of the publicnotification processing of the controller 32 shown in FIG. 54.

FIG. 58 is a plan view showing a charge area set in a road network.

FIG. 59 is a flow chart showing a portion of the charge controloperation of a charge control ECU of the ninth embodiment.

FIGS. 60 A and 60 B are a flow chart showing the remaining portion ofthe charge control operation of the charge control ECU.

FIG. 61 is a flow chart showing the operation of public notificationprocessing of a controller.

FIGS. 62 A and 62 B are a flow chart showing a portion of the chargecontrol operation of a charge control ECU according to the tenthembodiment of the present invention.

FIGS. 63 A and 63 B are a flow chart showing the remaining portion ofthe charge control operation of the charge control ECU according to thetenth embodiment of the present invention.

FIG. 64 is a flow chart showing the contents of vehicle entryprocessing.

FIG. 65 is a flow chart showing the contents of intermediate processing.

FIG. 66 is a flow chart showing the contents of vehicle exit processing.

FIGS. 67 A and 67 B are a flow chart showing the contents of interruptprocessing in response to wave signal reception of a charge control ECU.

FIGS. 68 A and 68 B are a flow chart showing the contents of interruptprocessing in response to an incoming signal from a communication deviceor modem unit of the controller unit.

FIGS. 69 A and 69 B are a flow chart showing the contents of repeatedlyexecuted “fare collection and movement history collection” of thecontroller unit.

FIG. 70 is Table 3.

FIG. 71 is Table 5.

FIG. 72 is Table 6.

FIG. 73 is Table 9.

FIG. 74 is Table 11.

FIG. 75 is Table 13.

FIG. 76 is Table 14.

FIG. 77 is Table 15.

FIG. 78 is Table 17.

FIG. 79 is Table 18.

FIG. 80 is Table 19.

FIG. 81 is Table 20.

DETAILED DESCRIPTION

Various embodiments of the inventions will now be described in detailwith reference made to the drawings. These embodiments are examples ofimplementations of the claimed inventions. They do not represent theonly ways to practice the claimed inventions but rather are thepreferred arrangements and contemplated at the time the application forthis patent was filed.

First Embodiment

In the first embodiment, the present invention is applied to anautomatic charge system for performing charge processing automaticallyfor a vehicle that has entered (i.e. driven into) a toll facility (i.e.an area in which a charge is applied) using road—vehicleintercommunication carried out between an in-vehicle device and anon-road device. Note that the automatic charge system used in thepresent embodiment is a system for settling a toll or the like throughcommunication between an in-vehicle device mounted in a vehicle and anon-road device installed on the road.

FIG. 1 shows the concept of the structure of an automatic charge system10 of the present embodiment. The automatic charge system 10 of thepresent embodiment comprises: an in-vehicle device 30 mounted in avehicle 32 and provided with a GPS antenna for receiving signals fromGPS satellites 20, 22, and 24, and a ground wave antenna for ground wavecommunication (described below in detail); and a general center 40serving as an on-road device that is fixed on the ground and is providedwith a GPS antenna 42 for receiving GPS signals from the GPS satellites20, 22, and 24. The general center 40 also has a ground wave antenna 44for ground wave communication.

The in-vehicle device 30 detects the position of the vehicle 32 in whichit is mounted using GPS signals from the GPS satellites 20, 22, and 24,and transmits this by ground wave communication to the general center.The general center 40 performs the charge processing (calculations) forthe area in which a charge is applied based on the received position ofthe vehicle 32, and transmits the result thereof to the in-vehicledevice 30. The in-vehicle device 30 performs toll PR based on thereceived result of the charge processing. Note that it is also possiblefor the toll PR to be performed at the general center, and only theresult of the toll PR transmitted.

As is shown in FIG. 2, the general center 40 established on the groundhas a center control device 100. The center control device 100 isstructured from a microcomputer comprising a CPU 102, RAM 104, ROM 106,and an input/output port (I/O) 108. Each of these is connected togetherby a bus 110 so that commands and data can be transferred between each.Note that a processing routine that is described below is stored in theROM 106.

A GPS communication device 120 having a GPS antenna 42 is connected tothe input/output port 108, as is a ground wave communication device 122having a ground wave antenna 44. The GPS communication device 120 isintended to detect its own position, namely, the position of the generalcenter 40 using the GPS signals from the GPS satellites 20, 22, and 24.The ground wave communication device 122 is intended to exchange signalsor to provide information by communicating with the in-vehicle device 30mounted in the vehicle, and employs a wireless communication device.Note that an example of this wireless communication device is an FMbroadcast or an FM character broadcast, a known wave communication, andtelephone circuit communication such as in a moving body communicationdevice.

Memory 124 is also connected to the input/output port 108. This memory124 includes a toll table 124A in which toll information representingtolls of the area in which a charge is applied is stored, a map database124B in which map information for determining the area in which a chargeis applied is stored, and a user control database 124C which isconnectable to the general center and in which individual information ofthe user to be controlled is stored.

Note that, a floppy disk unit (FDU) 112 into which a floppy disk(referred to below as FD) can be inserted as a recording medium and alsoremoved is connected to the center control device 100. Note also thatthe processing routine described below is able to be written to or readfrom an FD using the FDU 112. Accordingly, it is also possible to recordin advance the processing routine described below on an FD withoutstoring it inside the center control device 100, and to execute theprocessing program recorded on the FD via the FDU 112. Alternatively, itis also possible to connect an (unillustrated) large volume storagedevice such as a hard disk to the center control device 100, and tostore (install) a processing program recorded on the FD on the(unillustrated) large volume storage device and then execute theprocessing program. There are also optical disks such as CD-ROMs and thelike, and magnetooptical disks such as MD, MO and the like as arecording medium, and if these are used, a CD-ROM device, an MD device,an MO device or the like may be used instead of or in conjunction withthe above FDU.

Next, the in-vehicle device 30 will be described. The in-vehicle device30 used in the present embodiment is one in which the present inventionhas been applied to a navigation system for providing route assistanceinformation using images and sound to a driver. The in-vehicle device 30including a navigation system is mounted on the instrument panel of thevehicle 32 in order to exchange signals with the on-road device.

As is shown in FIG. 3, the in-vehicle device 30 including a navigationsystem of the present embodiment is provided with a device main body 200formed from a microcomputer comprising a CPU 202, RAM 204, ROM 206, andan input/output (I/O) port 208 each of which is connected together by abus 210 such that commands and data can be transferred between each.Note that the RAM 204 is backup RAM so that, even if the power supplythereto is cut, the contents of the information stored therein arebacked up (stored). A floppy disk unit 236 (FD device) into which afloppy disk (FD) can be inserted and also removed is connected to theinput/output port 208. Note that the processing routine described belowand various image data are stored in the ROM 206.

This various data and the processing routine described below are able tobe written to or read from an FD using the FD device 236. Accordingly,it is also possible to record in advance the processing routinedescribed below on an FD without storing it ROM 206, and to execute theprocessing program recorded on the floppy disk FD via the FD device 236.Alternatively, it is also possible to connect an (unillustrated) largevolume storage device such as a hard disk to the control main body 200,and to store (install) a processing program recorded on the floppy diskFD on the (unillustrated) large volume storage device and then executethe processing program. There are also optical disks such as CD-ROMs andthe like, and magnetooptical disks such as MD, MO and the like as arecording medium, and if these are used, a CD-ROM device, an MD device,an MO device or the like may be used instead of or in conjunction withthe above FD device 236.

Note that the in-vehicle device 30 including a navigation system of thepresent embodiment can be connected via an input/output port to(unillustrated) a local area network for vehicle.

A GPS device 220 for being mounted on a vehicle having a GPS antenna220A mounted on the vehicle is connected to the input/output port 208,as is a ground wave communication device 222 having a ground waveantenna 222A. The GPS device 220 for being mounted on a vehicle isintended to detect the position of the vehicle 32 in which it is mountedusing GPS signals from the GPS satellites 20, 22, and 24. The groundwave communication device 222 is intended to exchange signals or toprovide information by communicating with the ground, and employs awireless communication device. Note that an example of this wirelesscommunication device is an FM broadcast or an FM character broadcast, aknown wave communication, and telephone circuit communication such as ina moving body communication device. Accordingly, a communication devicefor a moving body such as a portable telephone or a car phone or thelike may be used as the ground wave communication device 222, so thatwireless communication (conversation via a telephone circuit) can bemade possible via the in-vehicle device 30 between the vehicle and atelephone device outside the vehicle.

Memory 230 is also connected to the input/output port 208. This memory230 includes a toll table 230A in which toll information representingtolls of the area in which a charge is applied is stored, and a mapdatabase 230B in which map information for providing route assistanceinformation with images to the driver is stored.

Also connected to the above input/output port 208 are a display device224 for providing route assistance information images to the driver, aspeaker device comprising a sound device 228 provided with a speaker228A for providing sound information to the driver, and an input device226 such as a keyboard or switch device. The display device 224 candisplay map information. The sound device 228 converts either a digitalor analog sound signal output from the device main body 12 into a drivesignal for the speaker 228A.

Note that the data and the like to be stored in the above memory 230 mayalso be stored on a storage medium such as a floppy disk using thefloppy disk device 236 or on a hard disk device.

In addition to these, an IC card read/write device 234 capable ofinserting and detaching an IC card on which toll balance information andthe like is stored is provided for the input/output port 208. In thein-vehicle device 30, an ID code comprising a vehicle number and thelike as well as fixed data such as information on the vehicle model andthe like is stored in advance in the RAM 204 and ROM 206. The in-vehicledevice 30 refers to the toll balance information on the IC card 232loaded into the IC card read/write device 234, and writes toll balanceinformation on the IC card 232. As the IC card, prepaid card or creditcard is applied.

Note that the mounting position (attachment position) of the in-vehicledevice 30 is not limited to being on the vehicle instrument panel asdescribed above, and it is sufficient if it is in a position where it isable to exchange signals with the ground using the antenna. For example,it may be mounted inside the vehicle at the rear seat or the like.Moreover, the in-vehicle device 30 may be formed with separatestructures comprising an in-vehicle device main body and an antenna. Ifthe in-vehicle device is structured in this way with a separatein-vehicle device main body and antenna, it is possible to install theantenna only on the instrument panel or at a position towards the rearseat or the like, as described above, and the position where the antennahas been mounted is registered as the mounting position information.

Moreover, when the ignition is on, power is supplied at all times fromthe vehicle battery to the in-vehicle device. It is also possible toenable the in-vehicle device to acquire date and time information suchas the year, month, date, as well as the current time from anunillustrated clock built into the vehicle 32.

Note that, in the above description, toll tables are stored in memory inboth the in-vehicle device 30 and the general center 40, however, it isalso possible for the toll tables to be stored in the device thatperforms the calculation of the toll to be charged or to be stored inanother device when toll information is obtained by communication,namely, the toll tables may be stored in the memory of one of thein-vehicle device 30 and the general center 40.

The operation of the present embodiment will now be described.

Firstly, the operation of the ground side, namely, of the general centerwill be described in detail. In the present embodiment, the generalcenter 40 transmits information for charge processing to the in-vehicledevice 30 mounted on a vehicle 32.

As is shown in FIG. 4, in step 300, the general center 40 receives GPSsignals from GPS satellites 20, 22, and 24. In the next step 302, thegeneral center 40 determines its own reference position (a referencelatitude and longitude Po), and generates GPS correction information.When the size of an error in the GPS signals from the GPS satellites 20,22, and 24 is large, the GPS correction information is used to correctthe error. Because the general center 40 is fixed in place, the GPScorrection information is able to detect any variation in the GPSsignals of the GPS satellites 20, 22, and 24.

In the next step 304, information of a predetermined area in which acharge is applied (area in which a charge is applied) is read, and theGPS correction information is transmitted together with the area inwhich a charge is applied information in the next step 306. Thistransmission can be performed by FM broadcast or by a telephone circuit.

The area in which a charge is applied information is set for a area inwhich a charge is applied (Area) formed from a plurality ofpredetermined areas. For example, areas might be formed between a citycenter area and the suburbs and these areas become smaller the closerthey are to the city center area. An example of area in which a chargeis applied (Area) of this type is shown in FIG. 7. The ground is dividedinto 7 areas. In the center portion is a circular area A. Next are areasB, C, D, and E, into which substantially donut shaped circle concentricaround and adjacent to the outer periphery of the area A is divided 4areas. Next is a substantially donut shaped circle F concentric aroundand adjacent to the outer periphery of the areas B, C, D, and E. Last isthe area G which is an area other than the areas A, B, C, D, E, and F.These areas can be specified by their latitude and longitude as well asby their shape.

As is shown in FIG. 8, the area A can be determined by forming a closedspace by setting a plurality of positions on the boundaries of the areaA with the areas B. C, D, and E, and setting a straight line passingthrough adjacent point positions. Specifically, if an position on aboundary line of the area A with the areas B, C, D, and E is defined asA_(i) (a_(Xi), a_(Yi)), then a straight line passing through the pointsA_(i) and A_(i+1) can be expressed using the following formula.(y−a _(Yi))/(x−a _(Xi))=(a _(Yi+1) −a _(Yi))/(a _(Xi+1) −a _(Xi))  (1)

Accordingly, it is sufficient if the area A fulfills the followingconditions(y−a _(Yi))/(x−a _(Xi))=(a _(Yi+1) −a _(Yi))/(a _(Xi+1) −a _(Xi))<0wherein, i=1˜(m−1)

m: a number representing a point of the last position on the boundaryline.

Moreover, the area in which a charge is applied information is set for aarea in which a charge is applied (Area) formed from a plurality ofareas, however, it is possible to set a different charge amount for eacharea. For example, it is possible to increase the charge amount inaccordance with the proximity to the city center, or to alter the chargeamount in accordance with the number of times of use, or to alter thecharge amount in accordance with the level of congestion, or to alterthe charge amount in accordance with the length of time of use. In thedescription given below, these conditions for setting the charge amountare called calculation conditions for a charge (charge calculationconditions).

The first charge calculation condition is the number of entries into anarea shown in a table indicating the tolls for each area in Table 1.

TABLE 1 Area Charge Amount A ¥300/entry B ¥100/entry C ¥100/entry D¥100/entry E ¥100/entry F  ¥10/entry G  ¥0/entry

If the charge condition is set in this way, the charge amount increasesas the number of entries into the central portion of the area in which acharge is applied increases.

The second charge calculation condition is the length of time staying inan area shown in a table indicating the tolls for each area in table 2.

TABLE 2 Area Charge Amount A ¥150/entry  B ¥90/entry C ¥90/entry D¥90/entry E ¥90/entry F ¥10/entry G  ¥5/entry

If the charge condition is set in this way, the charge amount increasesas the length of time staying in central portion of the area in which acharge is applied increases.

The third charge calculation condition is the level of congestion shownin a table indicating the tolls for each area, while the fourth chargecalculation condition is the speed at which a vehicle traveled inside anarea (alternatively, the average speed within the area) shown in a tableindicating the tolls for each area, and the fifth charge calculationcondition is the total distance traveled inside an area when travelinginside an area shown in a table indicating the tolls for each area.

By including tables based on the above charge calculation conditions inthe area in which a charge is applied information, it is possible tospecify both the area and the toll for the area in which a charge isapplied.

Next the operation of the in-vehicle device 30 will be described.

As is shown in FIG. 5, the following interrupt processing is performedat predetermined times (every 1 minute in the present embodiment) in thein-vehicle device 30 mounted in a vehicle. In step 400, information isreceived from the ground side, namely, from the general center 40. Aswas described above, the information from the general center 40 is areain which a charge is applied information and GPS correction information,and in step 402, a determination is made as to whether or not thereceived information is the most recent information. If the receivedinformation is the most recent information, the determination in step402 is affirmative and, in the next step 404, the area in which a chargeis applied (Area) is brought out and the GPS correction data is stored.If, however, the received information is not the most recentinformation, the determination in step 402 is negative and, in the nextstep 406, GPS signals from the GPS satellites 20, 22, and 24 arereceived. In the next step 408, the current date and time (year, month,date, time) are read and, in step 410, the in-vehicle device's ownposition, namely, the position of the vehicle 32 (latitude and longitudeP (t)) is determined. Note that the when determining the latitude andlongitude P (t), the stored GPS correction information can be used.

In the next step 412, the determined latitude and longitude P (t) ismatched with a map database stored in advance and, in the next step 414,the area to which the latitude and longitude P (t) belongs is decided.Next, in step 416, the latitude and longitude p (t), the time (t), andthe area are stored as vehicle location history. In table 3, shown inFIG. 70, an example of a vehicle location history list is shown.

Note that the “charge” column in the above table is for identificationdata representing whether or not the charge processing described belowhas been performed. The [*] symbol indicates that the charge processinghas been performed.

In this way, the area in which the vehicle 32 was present everypredetermined time is stored together with the date and time as history.

Next, the charge processing in the in-vehicle device 30 will bedescribed. The charge processing is performed at predetermined times.The predetermined times when the processing may be performed includeevery hour, a predetermined day of every week, a predetermined date andtime of every month, or a predetermined year, month, date, and time.Note that the execution of this charge processing may also be performedin response to an instruction from the general center 40.

As is shown in FIG. 6, in step 420, by making a determination as towhether or not it is the above predetermined time or whether or not aninstruction has been given by the general center 40, it is possible todetermine whether or not the conditions are matched. If the conditionsdo not match, the determination in step 420 is negative, and the routineis ended.

If, however, the conditions do match, the determination in step 420 isaffirmative and, in the next step 422, the history information isacquired. This history information is the vehicle location history list(Table 3) stored in step 416 in FIG. 5. In the next step 424, acalculation formula (charge calculation formula) is set. The chargecalculation formula is determined by the above calculation conditions.These calculation conditions are conditions for determining a chargeamount (charge calculation conditions) and may be made up of the numberof entries into an area, the length of time staying in an area, or thelike. The charge calculation formula is determined by the calculationconditions. In formula (2) below, a charge calculation formula is shownas a general formula considering areas.(charge amount)=f (N _(A) , N _(B) , N _(C) , N _(D) , N _(E) , N _(F) ,N _(G) , N _(H) , N _(I) , N _(J) , t)  (2)wherein,N_(A), N_(B), N_(C), N_(D), N_(E), N_(F), N_(G): the evaluation of theareas A–G (i.e. the number of entries and length of stay for each areadetermined by the charge calculation conditions)N_(H): the level of congestionN_(I): the speed (average speed)N_(J): the total distance traveled within the areat: the date and time

In the next step 426, the charge is calculated using the calculationformula set above and the history information. When the chargecalculation is ended, the routine proceeds to step 428 where the chargeprocessing is performed. This charge processing is processing tosubtract the charge amount determined above from the balance of the ICcard 232.

For example, when the calculation condition is only the number ofentries into an area and the history information is from the start pointSTP to the end point EDP, as shown in FIG. 7, the charge amount is foundas shown below for the two routes Ra and Rb.

Ra charge amount=300×1+100×1+100×0+100×1+100×0+10×1+0×1=¥510

Rb charge amount=300×0+100×0+100×0+100×1+100×0+10×1+0×1=¥110

Thus, a route that avoids the central portion has a cheaper chargeamount.

If the calculation condition is the only length of time staying in anarea and the history information is from the start point STP to the endpoint EDP, as shown in FIG. 7, the charge amount is found as shown belowfor the two routes Ra and Rb.

Ra charge amount=150×2+90×4+90×0+90×2+90×0+10×2+5×2=¥870

Rb charge amount=150×0+90×0+90×0+90×2+90×0+10×7+5×2=¥260

Thus, a route that avoids the central portion has a cheaper chargeamount.

Second Embodiment

Next, the second embodiment will be described. Note that, because thepresent embodiment has substantially the same structure as the aboveembodiment, the same descriptive symbols are used for the same portionsand a detailed description thereof is omitted.

In the above embodiment a description was given of charge processing fora vehicle that has entered into a area in which a charge is applied,however, in some cases, a vehicle does not move after making an entrybut is parked instead. In some cases, the toll on such a parked vehicleis increased. For example, it is necessary to increase the charge to acar that has parked in a no-parking zone. Moreover, if the toll on allvehicles is increased, because the increase is applied to vehicles thatshould not properly have had the increase applied to them, such asvehicles belonging to residents of the neighborhood, or vehicles incompany car parks or independent fee system car parks, there needs to besome relief available in cases such as these. In the present embodiment,the toll is increased on parked vehicles and relief is given to vehicleswhose toll should not be increased.

In the present embodiment, charge applicable zone information forcharging a parking toll is set for a charge applicable zone formed froma plurality of predetermined zones.

FIG. 9 shows an example of a charge applicable zone. This chargeapplicable zone is made up of a rank 1 zone L1 in the area in thevicinity of the intersection of the intersecting roads 51 and 53 (thearea indicated by the diagonal lines in FIG. 9), a rank 2 zone L2 in theareas around the roads 51 and 53 adjacent to the outer periphery of thezone L1, a rank 3 zone L3 in the area of the alley 54 that connects withthe road 51 and is also substantially parallel with the road 53, and arank 3 zone L3 in the area of the alley 56 that connects with the road53 and also connects with the alley 54 and is also substantiallyparallel with the road 51. Each of these zones can be specified by theirlatitude and longitude and also by their shape.

A residential area 64 which is a reserved zone removed from the chargeapplication zone is located in the area surrounded by the roads 51 and53 and the alleys 54 and 56. An area 64 of the parking lot of the OObuilding which is a reserved zone is located on the opposite side acrossthe road 53 from the residential area 64. There is also an area 62 ofthe parking lot of the XX department store which is also a reserved zonewhich is on the opposite side across the intersection from theresidential area 64. The area 62 of the department store parking lotimplements a charge independently and is exempted from the chargeapplication. Note that there are also additional public car parks,contract car parks, store car parks, leisure area car parks, and thelike. Moreover, the area 64 of the OO building car park and theresidential area 64 are matched with a user ID and the parked vehiclescan be specified in advance. In addition to these, there are residentialcar parks, office car parks, and the like.

The charge applicable zone information is set for a charge applicablezone formed from a plurality of zones, however, it is also possible toset a different charge amount for each zone. For example, it is possibleto increase the charge amount in accordance with the volume of traffic.In the present embodiment, these conditions for setting the chargeamount are called parking conditions for a charge.

An example of the parking conditions is the ranking shown in a tableindicating the toll for each zone in Table 4 below.

TABLE 4 Rank Charge Amount Zone 1 ¥500/minute L1 2 ¥100/minute L2 3 ¥50/minute L3

If the charge condition is set in this way, the charge amount increasesas the number of times the vehicle parks in a high volume traffic zoneincreases.

The operation of the present embodiment will now be described.

Firstly, the operation of the general center will be described indetail. The general center 40 transmits information for chargeprocessing to the in-vehicle device 30 mounted on a vehicle 32. Notethat, in the present embodiment, when the area in which a charge isapplied information determined in advance in the above embodiments isread (step 304 in FIG. 4), and the GPS correction information istransmitted together with this area in which a charge is appliedinformation (step 306 in FIG. 4), the charge applicable zone informationis used in addition to these. The rest of the structure is the same asin the above embodiment and a detailed description thereof is omitted.

The operation of the in-vehicle device 30 will now be described.

Because the processing is the same as far as the processing of step 414in FIG. 5, a detailed description thereof is omitted.

As is shown in FIG. 10, when it is decided to which area the currentlatitude and longitude P (t) belong (step 414 of FIG. 5), then, in thenext step 430, a determination is made as to whether or not the vehicleignition switch is off. This determination is made because thedefinition of the vehicle 32 being parked is assumed as being when theengine is stopped. When the ignition switch is on, because it ispossible for the vehicle to move, it is determined that the vehicle isnot parked and the determination in step 430 is negative. The routinethen proceeds to step 440 where the latitude and longitude P (t), thedate and time t, and the area are stored as vehicle location history inthe same way as in the above embodiment (step 416 of FIG. 5).

If, however, the vehicle ignition switch is off, it is determined thatthe vehicle is parked, and the determination in step 430 is affirmative.In the next step 432, the latitude and longitude P (t) determined aboveare matched with a map database that has already been stored in thein-vehicle device, and to which zone the latitude and longitude P (t)belong is decided. In the next step 434, a determination is made as towhether or not a reserve zone is contained in the decided zone andwhether or not the latitude and longitude P (t) are contained within thereserve zone. If the latitude and longitude P (t) are not containedwithin a reserve zone, there is no need to reserve the parking toll.Therefore, the determination in step 434 is negative and the routineproceeds to step 440 where together with the decided zone, the latitudeand longitude P (t), the date and time t, and the area are stored asvehicle location history. Table 5, shown in FIG. 71, shows an example ofa vehicle location history list.

Note that the rank of the zone and the word “reserve” (when the zone isreserved as described below) is entered in the zone column in the abovetable.

If, however, the latitude and longitude P (t) are included in a reservezone, the determination in step 434 is affirmative and, in the next step436, a determination is made as to whether or not the ID of the vehicle32 (or the user ID) is an ID intended for the reserve zone. If the ID ofthe vehicle 32 is not an ID intended for the reserve zone, there is noneed to reserve the parking toll. Therefore, the determination in step436 is negative and the routine proceeds to step 440 where the vehiclelocation history is stored in the same way as described above. If the IDof the vehicle 32 is an ID intended for the reserve zone, it isnecessary to reserve the charge toll. Therefore, the determination instep 436 is affirmative and, in the next step 438, the zone decidedabove (step 432) is altered to information indicating a reserve zone andthe routine proceeds to step 440 where the vehicle location history isstored in the same way as described above.

As described above, the areas and zones where the vehicle 32 is locatedat predetermined times are stored as history together with the date andtime.

Next, the charge processing in the in-vehicle device 30 will bedescribed. The charge processing is performed at predetermined times.The processing may be performed at predetermined times such as everyhour, a predetermined day of every week, a predetermined date and timeof every month, or a predetermined year, month, date, and time. Notethat the execution of this charge processing may also be performed inresponse to an instruction from the general center 40. Because thecharge processing of the present embodiment is substantially the same asthe charge processing of FIG. 6, those portions that are the same areomitted.

As is shown in FIG. 11, a determination is made as to whether or not theconditions match (step 420) and if the conditions do not match, thecurrent routine is ended. If the conditions do match, the historyinformation is acquired (step 422). This history information is the listof the vehicle location history (Table 5) including the zone stored instep 440 of FIG. 10 above. Next, the charge calculation formula is set(step 424, formula (2)), and the toll for the area is calculated usingthe calculation formula and the history information (step 426).

In the next step 450, a determination is made as to whether or not arank of the same zone is continuously present for a predetermined time(5 minutes in the present embodiment) as history (i.e. continues in themanner of a time series). If a rank of the same zone is not continuouslypresent as history, the determination in step 450 is negative and theroutine proceeds to step 456 without the parking toll being calculated.In step 456, the charge is processed using only the toll obtained fromthe calculation formula for the area (step 428 of FIG. 6), in the sameway as in the above embodiment.

If, however, a rank of the same zone is continuously present as history,the determination in step 450 is affirmative and the routine proceeds tostep 452 where the parking calculation formula is set. In the followingformula (3), the parking calculation formula is shown as a generalformula considering the area.(parking toll amount)=g (W ₁ , W ₂ , W ₃ , . . . , W _(z) , t)  (3)wherein, W₁, W₂, W₃, . . . , W_(z): an evaluation for the zones L1 to Lz(z: maximum number of zones)(namely, a value that is a number existing continuously as history fromwhich ┌5┘ has been subtracted)

Note that the reserve zones have been removed from this parkingcalculation formula.

Moreover, the parking toll amount may also be altered in the aboveparking calculation formula in accordance with the level of congestionor in accordance with the date and time t.

In the next step 454, the parking toll is calculated using the parkingcalculation formula set above and the values in the zone column of thehistory information. When the toll calculation has ended, the routineproceeds to step 456 where charge processing is performed for theparking toll and the entry toll into the area. This toll processing isprocessing to subtract the above determined charge amount from thebalance of the IC card 232.

In this way, it is possible, in the present embodiment, to charge aparking toll for each predetermined zone. Moreover, the parking toll isnot increased for all vehicles and it is possible to provide relief forvehicles whose toll should not be increased, such as the vehicles ofresidents, vehicles in company car parks, vehicles in independent feesystem car parks and the like, by reserving the increase for suchvehicles.

Note that, in the present embodiment, it is desirable that the user isinformed by images and sound or the like, when the vehicle has entered aarea in which a charge is applied, when the vehicle is approaching aarea in which a charge is applied, when the vehicle has entered aparking toll charge applicable zone, and when the vehicle is approachinga parking toll charge applicable zone. By informing the user in thisway, it is possible to prevent a charge being processed for the userwithout the user being aware of the fact. It is also preferable that theuser is informed before or after the charge processing of the estimatedcharge amount or of the charged amount.

Third Embodiment

The third embodiment of the present invention will now be described.

In the above embodiments, a description was given of when processing isperformed in the in-vehicle device, however, in the present embodiment,the charge processing is performed at the general center. Note that,because the structure of the present embodiment is substantially thesame as that of the above embodiments, the same portions are given thesame descriptive symbols and a detailed description thereof is omitted.

In the present embodiment, because the processing associated with chargeprocessing is performed at the general center, there is no need togenerate area in which a charge is applied information in the in-vehicledevice. Namely, the in-vehicle device is used for storing andtransmitting the latitude and longitude P (t) and the date and time t ashistory information.

As is shown in FIG. 12, the following interrupt processing is performedat predetermined times (every 1 minute in the present embodiment) in thein-vehicle device 30. GPS signals are received from GPS satellites 20,22, and 24 (step 406), the current date and time (year, month, date, andtime) are read (step 408), and the position of the in-vehicle device,namely, the position (latitude and longitude P (t)) of the vehicle 32 isdetermined. Note that when determining this latitude and longitude P(t), it is also possible to acquire and use GPS correction informationfrom the general center.

In the next step 460, the date and time t and the latitude and longitudeP (t) are stored as history information. Note that the informationhistory corresponds to the vehicle location history shown in FIG. 3 withthe area and charge columns removed therefrom.

The communication processing of the in-vehicle device 30 will now bedescribed.

As is shown in FIG. 14, the communication processing routine shown inFIG. 14 is executed at predetermined times in the in-vehicle device. Instep 500, a determination is made as to whether or not there has been aninquiry from the general center. If there has been an inquiry from thegeneral center, the determination in step 500 is affirmative and, in thenext step 502, the history information stored above is transmitted andthe current routine is ended. When the history information istransmitted, signal includes an ID code or the like which is anidentification code that includes vehicle model information specifyingthis vehicle.

If however, there has been no inquiry from the general center, thedetermination in step 500 is negative and, in the next step 504, adetermination is made as to whether or not there has been a chargeinformation notification instruction (described below in detail) fromthe general center. If there has been a notification instruction, thedetermination in step 504 is affirmative and, in the next step 506,notification is made of the charge information from the general center.

The processing at the general center will now be described.

As is shown in FIG. 13, in step 470, the general center 40 receives GPSsignals from GPS satellites 20, 22, and 24 and determines the referenceposition of the general center 40 (a reference latitude and longitudePo). After GPS correction information has been generated, initialprocessing to read the area in which a charge is applied information isperformed (steps 300 to 304 in FIG. 4).

In the next step 472, an inquiry is made to obtain a response from thein-vehicle device and a determination is made in the next step 474 as towhether or not the in-vehicle device 30 has responded. If there has beenno response, the routine proceeds to step 492 where the inquiry isrepeatedly performed until a predetermined time has passed.

When the in-vehicle device 30 responds, the determination in step 474 isaffirmative and, in step 476, a request is made to transmit historyinformation including the ID code. The determination of step 478 isrepeated until the history information including the ID code istransmitted by the in-vehicle device 30 and is received by the generalcenter 40. Once this information is received, the routine proceeds tostep 480. In step 480, each of the latitudes and longitudes P (t)included in the history information is matched with a map databasestored in advance and, in the next step 482, the areas to which thelatitudes and longitudes P (t) belong are determined. Next, in step 484,the calculation formula (charge calculation formula) is set and thecharge is calculated using the set calculation formula, in the same wayas above.

In the next step 486, a determination is made from the result of thecalculation in step 484 as to whether or not there is a charge. If nocharge is generated, the routine proceeds to step 492. If, however, acharge is generated, then, in the next step 488, the generated charge,namely, the toll is transmitted to the in-vehicle device as chargeinformation. By this action, an instruction is given to the in-vehicledevice to notify the charge information. In the next step 490, the tollis settled from an settled account such as a bank account or credit cardor the like associated with the user of the vehicle determined by the IDcode.

Thus, in the present embodiment, because the area and the like aredetermined at the general center, it is possible to reduce thecalculation load on the in-vehicle device. Moreover, because thein-vehicle device only has to transmit the position of its host vehicle,it is also possible to lighten the transmission load.

Note that, in the above embodiments, when a card or bank account forwhich charge processing can be performed automatically is determined,because it is possible to make a notification before a toll is deductedfrom this toll deductible card or bank account, it is possible for theuser to easily determine whether or not the card or bank account theypossess is able to be used for the payment of the charge of the car parkfor which a charge is applicable and is generated.

Fourth Embodiment

In the present embodiment, the present invention is applied to anautomatic charge system for automatically performing charge processingfor a vehicle that has entered (i.e. been driven into) into a tollfacility (i.e. a area in which a charge is applied). Note that, theautomatic charge system used in the present embodiment is a system forsettling a toll charge (a driving toll) based on information transferbetween an in-vehicle device installed in a vehicle and an on-roaddevice installed on the ground. Note also that the structure of thepresent embodiment is substantially the same as the structure andidentical portions are given the same descriptive symbols and a detaileddescription thereof is omitted.

The concept of the structure of the automatic charge system 10 of thepresent embodiment is shown in FIG. 15. The automatic charge system 10of the present embodiment comprises: an in-vehicle device 30 mounted ina vehicle 32 and provided with a GPS antenna for receiving signals fromGPS satellites 20, 22, and 24, and a ground wave antenna for ground wavecommunication (described below in detail); and a general center 40serving as an on-road device that is fixed on the ground and is providedwith a GPS antenna 42 for receiving GPS signals from the GPS satellites20, 22, and 24. The general center 40 also has a ground wave antenna 44for ground wave communication.

Note that one or a plurality of relay devices 50 that work incooperation with the general center 40 are included in the structure ofthe present embodiment. A detailed description thereof is given below,however, in short, the relay device 50 is structured in substantiallythe same way as the general center 40 and governs various types ofprocessing including charge related processing for the in-vehicle device30.

The in-vehicle device 30 detects the position of the host vehicle 32using GPS signals from the GPS satellites 20, 22, and 24, and transmitsthis via ground wave communication to the general center. The generalcenter 40 performs the charge processing (calculations) for the area inwhich a charge is applied based on the received position of the vehicle32, and transmits the result thereof to the in-vehicle device 30. Thein-vehicle device 30 performs toll collection based on the receivedresult of the charge processing. Note that it is also possible for thetoll collection to be performed at the general center, and only theresult of the toll collection transmitted.

The general center 40 according to the present embodiment that isestablished on the ground has the same structure as in the aboveembodiments and a description thereof is omitted (see FIG. 2).

A description will next be given of a relay device 50. The relay device50 has substantially the same structure as the general center 40,however, it has the function of an observation device for observing thatthe charge has been properly made.

As is shown in FIG. 16, the relay device 50 has a relay control device130. The relay control device 130 is structured from a microcomputercomprising a CPU 132, RAM 134, ROM 136, and an input/output port (I/O)138. Each of these is connected together by a bus 140 so that commandsand data can be transferred between each. Note that a processing routinethat is described below is stored in the ROM 136.

A GPS communication device 150 having a GPS antenna 150A is connected tothe input/output port 138, as is a ground wave communication device 152having a ground wave antenna 152A. The GPS communication device 150 isintended to pinpoint its own position, namely, the position of thegeneral center 40 using the GPS signals from the GPS satellites 20, 22,and 24. The ground wave communication device 152 is intended to exchangesignals or to provide information by communicating with the in-vehicledevice 30 mounted in the vehicle, and employs a wireless communicationdevice. Note that an example of this wireless communication device is anFM broadcast or an FM character broadcast, a known wave communication,and telephone circuit communication such as in a moving bodycommunication device.

A vehicle measuring device 154 provided with an image pickup device154A, a vehicle number image pickup device 156 provided with an imagepickup device 156A, and a lamp image pickup device provided with animage pickup device 158A are also connected to the input/output port108. TV cameras or image processors or the like can be used for theimage pickup devices 154A to 158A.

Note that, a floppy disk unit (FDU) 142 into which a floppy disk(referred to below as FD) can be inserted as a recording medium and alsoremoved is connected to the relay control device 130. Note also that theprocessing routine described below is able to be written to or read froman FD using the FDU 142. Accordingly, it is also possible to record inadvance the processing routine described below on an FD without storingit inside the relay control device 130, and to execute the processingprogram recorded on the FD via the FDU 142. Alternatively, it is alsopossible to connect an (unillustrated) large volume storage device suchas a hard disk to the relay control device 130, and to store (install) aprocessing program recorded on the FD on the (unillustrated) largevolume storage device and then execute the processing program. There arealso optical disks such as CD-ROMs and the like, and magnetoopticaldisks such as MD, MO and the like as a recording medium, and if theseare used, a CD-ROM device, an MD device, an MO device or the like may beused instead of or in conjunction with the above FDU.

Next, the in-vehicle device 30 will be described. Note that thein-vehicle device 30 used in the present embodiment has a structure inwhich an observation lamp 227 is further connected to the in-vehicledevice of the above embodiments (see FIG. 3).

As is shown in FIG. 17, the observation lamp 227 is connected to theinput/output port 208 of the in-vehicle device 30 of the presentembodiment. The observation lamp 227 is intended to notify the outsideof the vehicle as to the charge processing state.

As is shown in FIG. 18A, the observation lamp 227 is provided in a frontsurface portion 229A of a housing 229 which can be positioned such thatit is on the dashboard of a vehicle, and light from the observation lamp227 is emitted towards the outside of the vehicle. By using this type ofstructure, it is a simple matter to confirm that the observation lamp227 is flashing from outside the vehicle.

Note that, by providing a display lamp that flashes in synchronizationwith the observation lamp 227 at a different position to the observationlamp 227, for example, at a position opposite the observation lamp 227(i.e. at the rear surface portion 229B of the housing 229), it ispossible for the driver inside the vehicle to confirm the flashing ofthe observation lamp 227 by the flashing of the display lamp. Forexample, as is shown in FIG. 18B, it is possible to install a displaypanel 227S in the rear surface portion 229B of the housing 229 thusproviding a structure in which it is an easy matter for the driver ofthe vehicle to confirm the current state of the charge processing. Inthis case, it is possible to display the following on the display panel227S as the current state, namely, that the vehicle is approaching aarea in which a charge is applied, a standard charge amount for the areain which a charge is applied, the amount of the current chargeprocessing, that charge processing has begun, that charge processing hasended, that charge processing has not been performed (i.e. that aviolation has been committed), and the like.

The operation of the present embodiment will now be described.

Firstly, the operation of the on-ground device (in this case, thegeneral center 40) will be described in detail. In the presentembodiment, the general center 40 is intended to perform the sameprocessing as in FIG. 4, and transmits information for charge processingto an in-vehicle device 30 mounted on a vehicle 32.

The general center 40 receives GPS signals from GPS satellites 20, 22,and 24 (step 300 of FIG. 4). The general center 40 then determines itsown, namely, the general center reference position (a reference latitudeand longitude Po), and generates GPS correction information (step 302).Next, predetermined area in which a charge is applied information isread (step 304), and GPS correction information is transmitted togetherwith area in which a charge is applied information by FM broadcast ortelephone circuit or the like (step 306).

As described above, the area in which a charge is applied information isset for a area in which a charge is applied formed from a predeterminedplurality of areas. An example of a structure is one in which the sizeof the areas between the city center and the suburbs becomes smaller thecloser to the city center. An example of area in which a charge isapplied according to the present embodiment is shown in FIG. 19. Theground is divided into three areas, namely, a circular central area A, adonut shaped area B that is substantially concentric around and adjacentto the outer periphery of the area A, and an area C outside the areas Aand B. It is possible to specify these areas by latitude and longitudeas well as by their shape.

Moreover, the area in which a charge is applied information is set forthe area in which a charge is applied A formed from a plurality ofareas, however, it is possible to set a different charge amount for eacharea. For example, it is possible to increase the charge amount inaccordance with the proximity to the city center, or to alter the chargeamount in accordance with the number of times of use, or to alter thecharge amount in accordance with the level of congestion, or to alterthe charge amount in accordance with the time of use. These aredetermined by the charge calculation conditions.

The charge calculation conditions have been described in the aboveembodiments and a detailed description thereof is omitted, however, thefirst charge calculation condition is the number of entries into anarea, shown in the table indicating the tolls for each area. The secondcharge calculation condition is the length of stay in an area, shown inthe table indicating the tolls for each area. The third condition is thelevel of congestion in the area, shown in the table indicating the tollsfor each area. The fourth condition is speed when traveling inside anarea (or, alternatively, the average speed inside an area), shown in thetable indicating the tolls for each area. The fifth condition is totalarea travel distance traveled inside an area, shown in the tableindicating the tolls for each area.

By including these tables based on the charge calculation conditions inthe area in which a charge is applied information, it is possible tospecify the area in which a charge is applied and the toll for thatarea.

Note that, in the present embodiment, the area A is set as the area inwhich a charge is applied (the charge area), and the area B surroundingthe area A is set as an area for canceling out any error of the area inwhich a charge is applied (a buffer area). The reason for this is tocounter any errors caused by the GPS system when the position of thevehicle is detected using a GPS system. The area C outside the areas Aand B is outside area in which a charge is applied.

Next, the operation of the in-vehicle device 30 will be described. Inthe present embodiment, the in-vehicle device 30 is intended to performidentical to that in FIG. 5.

Namely, information is received from the ground, i.e. the general center40 (or relay device 50) at predetermined times (for example every oneminute) by the in-vehicle device 30 mounted on the vehicle (step 400). Adetermination is then made as to whether or not the received informationis the latest information (step 402) and, if the received information isthe latest information (if the determination in step 402 isaffirmative), the area in which a charge is applied is led out while theGPS correction information is stored (step 404). If, however, thereceived information is not the latest information (i.e. thedetermination in step 402 is negative), GPS signals from the GPSsatellites 20, 22, and 24 are received (step 406), the current date andtime (year, month, date, and time) are read, and the current position(latitude and longitude P (t)) of the in-vehicle device, namely of thehost vehicle thereof, is determined (step 410). The determined latitudeand longitude P (t) are then matched with a map database stored inadvance (step 412), the area to which the latitude and longitude P (t)belong are then decided (step 414), and the latitude and longitude P(t), the date and time t, and the area are then stored as vehiclelocation history (step 416). As a result, the area in which the vehicle32 is present at predetermined times is stored with a date and time ashistory.

The charge processing in the in-vehicle device 30 will next bedescribed. This charge processing is performed at predetermined times.The processing may be performed at predetermined times such as everyhour, a predetermined day of every week, a predetermined date and timeof every month, or a predetermined year, month, date, and time. Notethat, in the present embodiment, the execution of the charge processingmay also be performed in response to an instruction from the generalcenter 40 (or relay device 50), instead of at a predetermined time.

As is shown in FIG. 20, in step 420, at a predetermined date and time,or, by making a determination as to whether or not there has been aninstruction from the general center 40 (or relay device 50), adetermination is made as to whether or not the conditions match. If theconditions do not match, the determination in step 420 is negative andthe current routine is ended.

If, however, the conditions do match, the determination in step 420 isaffirmative and, in step 422, the history information is acquired. Thishistory information is the list of the vehicle location history storedin step 416 of FIG. 8 above. In the next step 424, the calculationformula (charge calculation formula) is set. The calculation formula isdetermined by the above calculation conditions. These calculationconditions are conditions for determining the charge amount (chargecalculation conditions) and comprise the number of entries into an area,the time of length of stay in an area or the like. The chargecalculation formula is determined by the calculation conditions. Informula (4) below, a charge calculation formula is shown as a generalformula considering an area.(charge amount)=f (N _(A) , N _(H) , N _(I) , N _(J) , t)  (4)wherein,N_(A): the evaluation of the area (i.e. the number of entries and thetime of length of stay for each area determined by the chargecalculation conditions) note that the area may comprise a plurality ofareasN_(H): the level of congestionN_(I): the speed (average speed)N_(J): the total distance traveled within the areaT the date and time

In the next step 426, the charge is calculated using the calculationformula set above and the history information. When the chargecalculation is ended, the routine proceeds to step 427A where adetermination is made as to whether or not an IC card 232, on which tollbalance information and the like is stored, is loaded in a cardread/write device 234. When there is no IC card 232 loaded in the ICcard read/write device 234, the charge processing cannot beaccomplished, therefore, the determination in step 427A is negative. Theroutine then proceeds to step 427B where the charge calculated above isstored in memory. Because it is possible that previous unpaid tolls areincluded therein, the storing of the toll is a cumulative processing.If, however, an IC card 232 is loaded in the IC card read/write device234, the charge processing can be accomplished. Therefore, thedetermination in step 427A is affirmative and the charge processing instep 428 is carried out. This charge processing is a processing tosubtract the above determined charge from the balance of the IC card232.

Next, the operation of the ground installation and the in-vehicle devicewhile the vehicle is running is described further. Note that thedescription below is of when the toll varies in accordance with thenumber of times the vehicle enters into the area in which a charge isapplied. Furthermore, the vehicle is taken as traveling along a route Rtfrom a start point STP to an end point EDP in the area comprising theareas A to C in FIG. 19.

Note that, in the present embodiment, a relay device 50 is installed inan area, in which a vehicle traveling in the vicinity of a midway pointPS3 on the route Rt in FIG. 19 can be photographed, as a checkpoint CP.The description given below is of when the operation of the groundinstallation is performed by the relay device 50.

As is shown in FIGS. 21 A and 21 B, when power is on for the in-vehicledevice, the routine proceeds to step 501 where a determination is madeas to the area in which the vehicle is currently located. In this step501, the above described area determination processing is performed (seeFIG. 5). In the next step 503, a determination is made as to whether ornot the area determined in step 501 is a area in which a charge isapplied. When it is a area in which a charge is applied, thedetermination in step 503 is affirmative and, in the next step 505, adetermination is made as to whether or not the previous area (the areadetermined at the previous time this routine was executed) was a area inwhich a charge is applied. If the previous area was not a area in whicha charge is applied, the current instance is the first time the vehiclehas entered a area in which a charge is applied, therefore, thedetermination in step 505 is negative. In the next step 506, as isdescribed below, charge area entry processing is executed and theroutine proceeds to step 516. If, however, the previous area was a areain which a charge is applied, the determination in step 505 isaffirmative and the routine proceeds, without any change, to step 516.

If the current area is not a area in which a charge is applied and thedetermination in step 503 is negative, the routine proceeds to step 508where a determination is made as to whether or not the distance to thearea in which a charge is applied is equal to or less than apredetermined distance which enables a determination to be made as towhether or not the vehicle is approaching the area in which a charge isapplied. If the distance to the area in which a charge is applied isequal to or less than a predetermined distance, the determination instep 508 is affirmative and, in the next step 514, informationindicating that the vehicle is approaching the area in which a charge isapplied is provided by images and sound, and the routine returns to step501. For example, it is possible for a fixed time to display informationsuch as “approaching area in which a charge is applied” on the displaypanel 227S (see FIG. 18B), or to provide this vocally from the sounddevice 228, or to display it on the display of the navigation system viathe display device 224.

If the determination in step 508 is negative, the routine advances tostep 510 where a determination is made as to whether or not the previousarea was a area in which a charge is applied. If the previous area wasnot a area in which a charge is applied, the routine returns to step501. If, however, the previous area was a area in which a charge isapplied, then currently, the vehicle has departed from a area in which acharge is applied and the determination in step 510 is affirmative. Inthe next step 512, as described below, the charge area departureprocessing is executed and the routine proceeds to step 516.

Accordingly, at the point PS1 partway on the route Rt in FIG. 19, theinformation that the vehicle is approaching a area in which a charge isapplied is provided. At the partway point PS2, the charge area entryprocessing for when a vehicle first enters a area in which a charge isapplied is performed. At the partway points PS3 and PS4, because theprevious area was a area in which a charge is applied, the routineproceeds to the next step without any change. At the partway point PS5,charge area departure processing for when a vehicle departs from a areain which a charge is applied is performed.

In step 516, a determination is made as to whether or not an IC card 232is loaded into the IC card read/write device 234. If there is no IC card232 loaded in the IC card read/write device 234, the charge processingcannot be accomplished. Therefore, the determination in step 516 isnegative, and the routine proceeds to step 518 where a violation isdisplayed. This violation display is performed by flashing theobservation lamp 227 on and off in a predetermined violation pattern(for example, at a timing where the lamp is turned on for a fixed timeand then off for a fixed time repeatedly). If, however, an IC card 232is loaded in the IC card read/write device 234, it is possible toaccomplish the charge processing. Therefore, there is no violationdisplay, the determination in step 516 is affirmative, and the routineproceeds without any change to step 520. Note that a pattern stored inadvance in-vehicle device may be used for the violation pattern, or apattern received from the ground side may be used for the violationpattern.

In step 520, a determination is made as to whether or not there has beenan inquiry from the ground side about fixed data such as the ID, namely,the ID code made up of the vehicle number and the like and the vehiclemodel information and the like. If this determination is affirmative,then, in the next step 522, the ID inquiry processing (described belowin detail) is executed and the routine then proceeds to step 524. If thedetermination is negative, the routine proceeds without any change tostep 524. In step 524, a determination is made as to whether or notthere has been an inquiry from the ground side about the position of thevehicle. If this determination is affirmative, then, in the next step526, position inquiry processing (described below in detail) is executedand the routine proceeds to step 528. If the determination is negative,the routine proceeds without any change to step 528.

In the next step 528, a determination is made as to whether or not thepower supply to the vehicle has been cut. If power is being supplied,the determination in step 528 is negative, and the routine returns tostep 500. If, however, the power supply has been cut, the determinationin step 528 is affirmative and, in the next step 530, the current statusis stored and then the present routine is ended. In the storing of thecurrent status in step 530, at the least, whether or not a violation wasdisplayed in the above processing is stored.

Note that when the observation lamp 227 is flashing in a violationpattern, it continues to flash until the power supply to the in-vehicledevice is cut off. In addition, even if the power supply is cut off,because that state is stored, it is possible to confirm whether or notthe violation state existed previously.

Next, a detailed description will be given of the charge area entryprocessing of the above step 506. This charge area entry processing isprocessing performed when a vehicle has entered a area in which a chargeis applied. For example, at the point PS2 partway along the route Rt(FIG. 19), a vehicle will have entered the area in which a charge isapplied for the first time, therefore the charge area entry processingof FIG. 22 is executed.

Firstly, in step 532, notification is made that the vehicle has entereda area in which a charge is applied by transmitting the ID code andcurrent position. Note that, it is also possible to add entryinformation indicating that the vehicle has entered a area in which acharge is applied to the transmission of the ID code and currentposition. Because it is possible to determine that a vehicle has enteredinto a area in which a charge is applied from the current position andthe previous position of the vehicle, therefore, it is also possible tomake the determination on the ground side using the history information.

In the next step 534, a determination as to the receipt of anauthorization result is repeated until a result of the authorization ofthe entry is received. When an authorization result is received, then,in the next step 536, a determination is made from the receivedauthorization result as to whether or not the host vehicle is authorizedas a normal vehicle. Note that, in this step 534, the information belowis received from the ground side. When the result of the authorizationis that the vehicle is a normal vehicle, the latest charge table and thefirst normal pattern, which is a flashing pattern of the observationlamp 227 indicating that the vehicle is a normal vehicle, are received(are transmitted from the ground side). When the result of theauthorization is that the vehicle is in violation, information forperforming a violation notification is received.

The first normal pattern is intended to allow confirmation from outsidea vehicle that the host vehicle is a normal vehicle for which a chargecan be processed. Therefore, the first normal pattern is a pattern forbeing flashed at the observation lamp 227 at a predetermined timing (forexample a timing where the lamp is turned on and off repeatedly forpredetermined time lengths). For example, as is shown in FIG. 23, apattern is set that includes two pulses of pulse width t, with 6t set asone cycle in which the lamp is turned on for one time t, off for onetime t, on for one time t, and off for 3 times t. If this pattern isused, it is possible to confirm the cyclic flashing from outside thevehicle, and confirm that the vehicle is a normal vehicle.

When an authorization result that the in-vehicle device is not in anormal vehicle is received, the determination in step 536 is negativeand the routine proceeds to step 542 where violation processing isperformed. This violation processing is intended to allow confirmationfrom outside a vehicle that the vehicle is in violation, and isperformed by flashing the observation lamp 227 on and off in apredetermined violation pattern that is different from the above firstnormal pattern (for example, by repeatedly turning on and off the lampfor a time t, namely, continuously flashing).

If, however, result of the received authorization is that the vehicle isa normal vehicle, then the determination in step 536 is affirmative and,in the next step 538, a determination is made as to whether or not theIC card 232 is loaded in the IC card read/write device 234. If the ICcard 232 is not loaded, the charge processing cannot be performed.Therefore, the routine proceeds to step 542 where violation processingis performed. If, however, the IC card 232 is loaded, the chargeprocessing can be accomplished. Therefore, the determination in step 538is affirmative and the routine proceeds, as it is, to step 540 wherenormal processing is performed without performing the violationprocessing. This normal processing is intended to allow confirmationfrom outside the vehicle that the IC card 232 is loaded and the vehicleis a normal vehicle capable of undergoing charge processing, and isperformed by flashing the observation lamp 227 on and off in the firstnormal pattern.

Next, the processing on the ground side corresponding to charge areaentry processing in the in-vehicle device will be described.

As is shown in FIG. 24, in step 600, repeated attempts are made toreceive from the ground a notification (ID code and vehicle position)including an ID, namely, an ID code comprising the vehicle number andthe like until this notification is received. The vehicle position inthis notification includes at least the current vehicle position and mayalso include the vehicle location history which comprises the positionsof the vehicle up until the current position. When this notification isreceived from the in-vehicle device, the routine proceeds to step 602,where the received ID code and vehicle position are used to check the IDcode and the behavior of vehicle. A determination is made as to whetheror not the ID code and the behavior of the vehicle are normal. Note thatthe checking of the ID code can be performed by referring to therecorded ID code if a normal ID code is recorded. The checking of thevehicle behavior can be performed by matching the received vehiclepositions with a map or the like and then determining whether or notthat position is an appropriate position.

When the ID code and the like are normal, the determination in step 602is affirmative and, in the next step 604, the vehicle is authorized as anormal vehicle. When the ID code and the like are not normal, thedetermination in step 602 is negative and the routine proceeds to step606, the authorization is that the vehicle is in violation. In the nextstep 608, the authorization result for the vehicle which is authorizedin step 604 or step 606 is transmitted to the vehicle (i.e. to thein-vehicle device).

In this way, because the observation lamp 227 is flashed in either afirst normal pattern or in a violation pattern in accordance with theauthorization result from the ground side indicating whether or not avehicle is a normal vehicle, it is a simple matter to confirm fromoutside the vehicle whether the vehicle is a normal vehicle for whichcharge processing can be accomplished or a vehicle that is in violationfor which charge processing cannot be accomplished.

Next, the ID inquiry processing of step 522 will be described in detail.This ID inquiry processing is carried out when a vehicle is within acheckpoint. For example, the processing of FIG. 25 is performed at thepoint PS3 partway on the route Rt (see FIG. 19) which is within thecheckpoint.

Firstly, in step 544, information relating to the ID code is notified bytransmitting fixed data such as the ID code and the vehicle modelinformation. Note that it is also possible to include informationindicating whether the IC card is loaded or is not loaded.

Next, when an authorization result is received for the abovenotification (i.e. the determination in step 456 is affirmative), adetermination is made from the received authorization result as towhether or not the host vehicle has been authorized as a normal vehicle(step 548). If the host vehicle has been authorized as a normal vehicle,the present routine ends at that point with no further change. If,however, the host vehicle is not authorized as a normal vehicle,violation processing is performed to cause the observation lamp 227 toflash on and off in a predetermined violation pattern (step 550).

Next, the processing of the ground side, namely, of the relay device 50in response to the ID inquiry processing of the in-vehicle device willbe described.

As is shown in FIG. 26, in step 610 repeated processing is performeduntil notification is received from the in-vehicle device. Thisnotification includes information made up of the ID code, the vehiclemodel, and the existence or otherwise of an IC card. When thenotification is received from the in-vehicle device, the routineproceeds to step 612 where a determination is made as to whether or notthe received notification is normal. This determination is performedusing all of the ID code, the vehicle model, and the existence orotherwise of an IC card in the received notification as well as adetermination as to whether or not the ID code and the vehicle behaviorare normal.

When the notification (The ID code and the like) is normal, thedetermination in step 612 is affirmative and, in the next step 614,vehicle model measurement processing is performed. In this vehicle modelmeasurement processing, the size and height of the vehicle as well asthe existence or otherwise of traction is determined using image pickupinformation picked up by the image pickup device 154A of the vehiclemeasuring device 154. In the next step 616, a determination is made asto whether or not the vehicle model measured in step 614 matches thevehicle model in the notification received in step 610. If the models donot match, the determination is negative, and the routine proceeds tostep 620. If the models do match, the determination is affirmative andthe routine proceeds to step 618. Next, in step 618, the vehicle forwhich the notification is received is authorized to be a normal vehicle.If, however, the notification is not normal, or if the vehicle models donot match, the determination in step 612 is negative and, in the nextstep 620, the vehicle is authorized as being in violation. In the nextstep 622, the vehicle number is photographed and then the routineproceeds to step 624. In step 624, the authorization result of thevehicle authorized in step 618 or step 620 is transmitted to the vehicle(i.e. to the in-vehicle device).

In this way, because the observation lamp 227 is flashed on and off ineither a first normal pattern or in a violation pattern in accordancewith an authorization result from the ground indicating whether or not avehicle is a normal vehicle, it is easy to confirm from outside thevehicle whether the vehicle is a normal vehicle or is in violation.

Next, the position inquiry processing of the above step 526 will bedescribed in detail. This position inquiry processing is processing toinquire as to the position in which a vehicle is located to the vehicle.For example, at the point PS4 partway along the route Rt in FIG. 19, avehicle is inside a area in which a charge is applied. Therefore, inorder to carry out the charge processing, it is necessary to be able toconfirm that the position of the vehicle is within the area in which acharge is applied. Therefore, the position inquiry processing shown inFIG. 27 is performed.

Firstly, in step 552, a notification is made as to the ID code andcurrent position. Next, in step 554, a determination as to the receiptof the authorization result is repeated until the authorization resultis received. When the authorization result has been received, then, inthe next step 556, a determination is made from the receivedauthorization result as to whether or not the host vehicle is a normalvehicle. Note that, in the step 554, the information below is receivedfrom the ground side. When the result of the authorization is that thevehicle is a normal vehicle, the latest charge table as well as a secondnormal pattern which is a flashing pattern for the observation 227indicating the fact that the vehicle is a normal vehicle are received(i.e. are transmitted from the ground side). Moreover, when theauthorization result is that the vehicle is in violation, informationfor performing the violation notification is received.

When an authorization result to the effect that the vehicle is not anormal vehicle is received, the determination in step 556 is negativeand the routine proceeds to step 560 where violation processing isperformed. This violation processing is carried out by flashing theobservation lamp on and off in a predetermined violation pattern (forexample, by repeatedly turning the lamp on for a predetermined time andthen off for a predetermined time) in order to allow confirmationoutside the vehicle, in the same way as described above, that the hostvehicle is in violation.

If, however, an authorization result is received to the effect that thevehicle is a normal vehicle, the determination in step 556 isaffirmative and, in the next step 558, normal processing is carried out.This normal processing is processing to turn on the observation lamp 227so as to switch it to a second normal pattern indicating that thevehicle is a normal vehicle, and so that it can be confirmed fromoutside the vehicle that the charge processing is being carried out.

Next, the processing on the ground in response to the position inquiryprocessing of the in-vehicle device will be described.

As is shown in FIG. 28, in step 626, a determination is repeatedlyperformed until a notification (ID code and vehicle position) includingan ID code comprising an ID, i.e. the vehicle number and the like, isreceived from the ground side. The vehicle position in this notificationis at least the current position of the vehicle and may include thevehicle location history up until the current position. Once thenotification is received from the in-vehicle device, the routineproceeds to step 628 where, using the received vehicle position, thebehavior of the vehicle is checked and a determination is also made asto whether or not the behavior of the vehicle is normal.

When the behavior of the vehicle is normal, the determination in step628 is affirmative and, in the next step 630, the vehicle is authorizedas a normal vehicle. If the behavior of the vehicle is not normal, thedetermination in step 628 is negative and, in the next step 632, thevehicle is authorized as being in violation. In the next step 634, theresult of the authorization of the vehicle authorized in step 630 orstep 632 is transmitted to the vehicle (i.e. to the in-vehicle device).Note that, in step 634, either the above second normal pattern orinformation is sent.

In this way, because the observation lamp 227 is flashed on and off ineither a second normal pattern or in a violation pattern in accordancewith an authorization result from the ground indicating whether or not avehicle is a normal vehicle, it is easy to confirm from outside thevehicle whether the vehicle is a normal vehicle or is in violation.

Moreover, because the lamp changes from a first normal pattern to asecond normal pattern different from the first normal pattern, it iseasy to confirm the state of a normal vehicle on the ground.

Next, the charge area departure processing of step 512 will be describedin detail. This charge area departure processing is processing carriedout when a vehicle has left from a area in which a charge is applied.For example, because a vehicle has departed from the area in which acharge is applied at the point PS5 partway along the route Rt in FIG.19, the charge area departure processing of FIG. 29 is performed.

Firstly, in step 562, a notification is made that the vehicle has leftthe area in which a charge is applied by the transmission of the ID codeand current position. Note that, because the fact the vehicle has leftthe area in which a charge is applied can be determined from the currentposition of the vehicle and the previous position of the vehicle, it mayalso be determined on the ground side form this history information.

In the next step 564, a determination as to whether the authorizationresult has been received is repeatedly performed until authorizationthat the vehicle has departed is received. When the authorization resultis received, in the next step 566, a determination is made from theauthorization result as to whether or not the host vehicle has beenauthorized as a normal vehicle. Note that, in step 564, the informationbelow is received from the ground. When the authorization result is thatthe vehicle is a normal vehicle, extinguish permission informationindicating permission to extinguish the observation lamp 227 in order toend the notification to the outside of the vehicle because the vehicleis a normal vehicle is received (i.e. is transmitted from the groundside). If the authorization result is that the vehicle is in violation,information for performing the violation notification is received.

When the in-vehicle device receives an authorization result to theeffect that the vehicle is not a normal vehicle, then determination instep 566 is negative and the routine proceeds to step 572 where, in thesame way as described above, violation processing is performed to flashthe observation light 227 on and off in a predetermined violationpattern. When, however, the in-vehicle device receives an authorizationresult to the effect that the vehicle is a normal vehicle, thedetermination in step 566 is affirmative and, in the next step 568, adetermination is made as to whether or not an IC card 232 is loaded inthe IC card read/write device 234. If an IC card 232 is not loaded, thecharge processing cannot be performed so the routine proceeds to step572 where violation processing is performed. If, however, an IC card 232is loaded, the charge processing can be carried out so the determinationin step 568 is affirmative. The routine then proceeds to step 570 wherenormal processing is performed without the violation processing beingcarried out. This normal processing is processing to extinguish theobservation lamp 227 using the above received extinguish permissioninformation.

Next, the processing on the ground side in response to charge areadeparture processing of the in-vehicle device will be described.

As is shown in FIG. 30, in step 636, a determination is repeatedlyperformed until a notification (ID code and vehicle position) includingan ID code comprising an ID, i.e. the vehicle number or the like, isreceived from the ground side. Once the notification is received fromthe in-vehicle device, the routine proceeds to the next step 638 where,using the received ID code and vehicle position, the ID code and vehiclebehavior are checked and a determination is made as to whether or notthe ID code and vehicle behavior are normal.

If the ID code and the like are normal, the determination in step 638 isaffirmative and, in the next step 640, the vehicle is authorized asnormal. If the ID code and the like are not normal. The determination instep 638 is negative and, in the next step 642, the vehicle isauthorized as being in violation. In the next step 644, the aboveauthorized vehicle authorization result is transmitted to the vehicle(i.e. the in-vehicle device). Note that, in step 644, information thatincludes a charge processing start instruction indicating the start ofcharge processing is transmitted.

In this way, because the observation lamp 227 is flashed on and off ineither a second normal pattern or in a violation pattern in accordancewith an authorization result from the ground indicating whether or not avehicle is a normal vehicle, it is easy to confirm from outside thevehicle whether the vehicle is a normal vehicle or is in violation.

When the vehicle has departed from the area in which a charge isapplied, if the vehicle is a normal vehicle, the observation lamp isextinguished allowing easy confirmation from the outside of the vehiclethat the vehicle is normal. If the departed vehicle is in violation,because the observation lamp 227 is turned on or is flashed on and offin a violation pattern, it is a simple matter to confirm from outsidethe vehicle that charge processing has not been accomplished and thevehicle is in violation.

Note that the above violation pattern may comprise the lamp being turnedon continuously or the lamp being flashed on and off continuously. Ifthis is so, the determination is easy when confirming the state of theobservation lamp from outside the vehicle.

In the above embodiment, a description was given of when one observationlamp was used, however, this embodiment is not limited to one lamp and acombination of a plurality of lamps may be used.

As is shown in FIG. 31, for example, an observation lamp 227 can beformed from a plurality of observation lamps 227A, 227B, 227C, and 227D.In this case, it is possible to make normal pattern more intricatethereby increasing the secrecy level. Moreover, it is also possible touse as vehicle type determining lamps indicating the type of the vehiclein which the observation lamps are installed, such as heavy, medium,light, and two-wheeled vehicles. Furthermore, Table 6, shown in FIG. 72,shows a corresponding of the driver of the vehicle on the route Rt withan observation lamp.

In the above embodiment a description was given of when an observationlamp 227 was installed on the dashboard of a vehicle, however, theinstallation of the lamp is not limited to the dashboard and it may beinstalled on the outside of the vehicle.

As is shown in FIG. 32, number plates 34 and 36 are normally attached toa vehicle. If observation lamps 38 are installed on the number plates 34and 36 and connected to the in-vehicle device 38, display forobservation is made on the number plates 34 and 36, confirmation fromoutside the vehicle becomes a simple matter. For example, as shown inFIG. 33, an observation lamp 38 capable of displaying numbers andsymbols is installed on the number plates 34 and 36. It is possible todisplay the current state (for example, to indicate that the vehicle isin violation) of the vehicle in numbers or symbols on this observationlamp 38. As a result, confirmation becomes easy at a position away fromthe vehicle.

Next, processing to automatically determine from outside the vehicle,namely, on the ground side, a normal vehicle or vehicle in violationdetermined in the present embodiment. Note that, this processing isperformed here in the relay device 50 and is described together with theprocessing routine. Further, it is possible to set the relay device 50and the processing below as an observation device.

As is shown in FIG. 34, when the violation detection processing isexecuted, the above normal pattern is read in step 650. All set normalpatterns are read. It is preferable if a normal pattern generated by asignal received in the relay device 50 from the general center 40 isused for this normal pattern. By using this normal pattern generatedfrom a received signal, the latest normal pattern can be used and thesecrecy of the normal pattern can be improved.

In the next step 652, the vehicle is photographed for a set time. Thisphotography may be performed such that at least the observation lamp isphotographed. In step 652, the flash pattern is extracted from the flashtime of the observation lamp of the photographed vehicle. Thisextraction can be performed by measuring the time intervals when thelamp is on or off.

The vehicle photography of step 652 is not limited to the above set timephotography. For example, if an electronic shutter is provided in animage pickup device and the electronic shutter either opened or closedin synchronization with the above normal pattern, the electronic shuttercan be synchronized with the observation lamp. As a result, it is alsopossible to pick up an image only during the time the lamp is on insynchronization with the flashing of the normal pattern.

In the next step 654, a determination is made as to whether or not thenormal pattern read in step 650 matches the pattern extracted in step652. If they do match, the determination in step 652 is affirmative and,in the next step 656, the photographed vehicle the vehicle is authorizedas a normal vehicle and the routine is ended.

In the determination in step 654, when an electronic shutter is providedin the image pickup device and the electronic shutter is made eitheropened or closed in synchronization with the normal pattern, theelectronic shutter can be synchronized with the flashing of theobservation lamp. As a result, it is possible to determine that thepatterns match by picking up an image only during the time the lamp ison in synchronization with the flashing of the normal pattern.

For example, when the observation lamp 227 is flashed on and off in thepattern shown in FIG. 23, if the detection times are set as the times T1and T2, the time when the pattern is normal is when the lamp is on atthe time T1 and the lamp is off at the time T2. If, however, at leastone of the lamp being off at the time T1 or the lamp being on at thetime T2 occurs, the lamp is not turned on in a normal pattern and it canbe determined that the patterns do not match.

If the patterns do not match, then determination in step 654 is negativeand the routine proceeds to the next step 658 where it is authorizedthat the photographed vehicle is in violation. In the next step 660,processing for a vehicle in violation is carried out. Examples ofprocessing for a vehicle in violation include photographing the vehiclenumber (number plate), photographing the driver, notifying the observerand the like.

By photographing the flashing of an observation lamp in a normal patternin this way, it is possible to easily an automatically determine whethera vehicle is a normal vehicle or is in violation.

Note that the above description was for the detection of a normalpattern, however, it is also possible to detect a violation pattern. Inthis case, it is possible to detect a specific violation pattern andperform an observation corresponding to the type of violation. Further,in the above, a description was given for that the flashing of anobservation lamp was observed, however, the observation is not limitedto the flashing of light, and it is also possible to perform anobservation of notification by radio waves. In this case, the cycle andfrequency of the waves as well as the waveform, the amplitude and thelike can be set for a normal pattern.

In the above embodiment, a description was given for when the charge wasmade by deducting the toll from an IC card on which toll balanceinformation and the like was stored, however, the charge processing isnot limited to charge processing using an IC card, and it is alsopossible to approve the toll from an settled account such as a creditcard or bank account associated with the user of the vehicle determinedby an ID code. In this case, when a card or account that allows chargeprocessing to be processed automatically is determined, by notifying thein-vehicle device as to the toll deduction from the deductible card orbank account before the deduction, the user can confirm beforehand thepayment of a toll that has been created because of a charge.

Fifth Embodiment

The present embodiment enables the determination of a vehicle that is inviolation or a normal vehicle described in the above embodiments to bemade easily and using a simple structure from outside the vehicle. Notethat, in the present embodiment, the structure is the same as in theabove embodiments, therefore, the same portions are given the samedescriptive symbols and a detailed description thereof is omitted. Notealso that, the structure of a portion of the relay device 50 of theabove embodiments is used to form the observation device 52. Inaddition, the present embodiment has a simple structure to allow easydetermination of whether a vehicle is a normal vehicle or is inviolation.

As is shown in FIG. 35, in the observation device 52 of the presentembodiment, a ground wave communication device 152 having a ground waveantenna 152A, and a lamp photographing device 158 provided with an imagepickup device 158A such as a TV camera or an image sensor or the likeare connected to an input/output port (I/O) 138 of a relay controldevice 130 constructed from a microcomputer. A display device 160 fordisplaying images photographed by the lamp photographing device 158provided with the image pickup device 158A is also connected to theinput/output port (I/O) 138. Furthermore, a printing apparatus 166 usedfor printing photographed images and the like is also connected to theinput/output port (I/O) 138.

As shown in FIG. 36, in the present embodiment, an observation lamp 39is provided in the vicinity of the number plate 34 (or 36). FIGS. 36Aand 36B show states where the observation lamp 39 is flashing on andoff. FIG. 36A shows a state where the observation lamp 39 is on and FIG.36B shows a state where the observation lamp 39 is off. By providing anobservation lamp 39 in the vicinity of the number plate 34 attached to avehicle and connecting it to the in-vehicle device 30 in this way, adisplay for observation is made on the number plate 34. As a result,confirmation can be easily performed from outside the vehicle.

Next, a description will be given of the processing for determining anormal vehicle or a vehicle in violation from outside the vehicle,namely, on the ground side.

As is shown in FIG. 37, in the observation device 52 of the presentembodiment, firstly, in step 670, the above normal pattern is read. Notethat, it is preferable if a normal pattern generated by the latestsignal received in the observation device 52 from the general center 40is used for this normal pattern. By using this normal pattern generatedfrom a received signal, the latest normal pattern can be used and thesecrecy of the normal pattern can be improved. Note also that it is alsopossible to store the normal pattern information on a floppy disk and touse the information read from the floppy disk.

In the next step 672, the vicinity of the number plate 34 or 36 isphotographed for a predetermined time. This photography needs at leastto include the observation lamp 39. In step 672, at least two images insynchronization with the normal pattern are extracted from a pluralityof images photographed for the set time. Namely, the images insynchronization with the on time of the normal pattern or the off timeof the normal pattern are extracted in synchronization with the flashingof the normal pattern.

For example, if the observation lamp 39 is flashed on and off in thepattern shown in FIG. 23, if the images are extracted at times T1 andT2, images where the lamp is on at the time T1 and the lamp is off atthe time T2 are obtained.

Note that the vehicle photography in step 672 is not limited to beingperformed for a set time. For example, if an electronic shutter isprovided in an image pickup device and the electronic shutter eitheropened or closed in synchronization with the above normal pattern (thedetection timing), the image picking up in synchronization with theflashing of the observation lamp can be possible. As a result, it isalso possible to pick up an image only during the time the lamp is on insynchronization with the flashing of the normal pattern.

In the next step 674, the turning on and turning off images at thepredetermined timing using the normal pattern read in the above step 670are displayed together with the images extracted in step 672 on thedisplay unit 160. If an observer observes the images displayed on thedisplay unit 160, it can be easily determined whether the vehicle is anormal vehicle or is in violation.

FIG. 38 shows the display screen of the display device 160 for bothnormal states and violation states when the observation lamp 39 isflashing in a normal pattern (see FIG. 23). When the observation lamp 39is flashing in a normal pattern (see FIG. 23), then, as is shown in FIG.38A, the display screen is divided into four sections with the followingbeing displayed. Namely, the top portion (the portion comprising thesections 162A and 162C) is related to the time T1 of the detectiontiming. The center portion (the portion comprising the sections 162B and162D) is related to the time T2 of the detection timing. In addition,the bottom of the screen (the section 162E) is related to thephotographed image and displays the year, month, date, and time of thephotography. The left side portion (the portion comprising the sections162A and 162B) displays a state in which the observation lamp 39 oughtto be in a normal pattern, while the right side portion (the portioncomprising the sections 162C and 162D) displays the actual photographedimage. When the observation lamp 39 is turned on in a state other thanthe normal pattern, that state is one of those shown in FIGS. 38B, 38C,or 38D.

By displaying the state in which the observation lamp 39 should beturned on or off in a normal pattern, and by displaying the actualphotographed image, it is possible for an observer to easily determinewhether a vehicle is a normal vehicle or is in violation.

The year, month, date, and time of the photography of the photographedimage is also displayed on the display device 160A. Moreover, because itis possible to specify a vehicle from the number plate, if this screenis printed using the printing apparatus 166, it is possible to preserveas an output form the suitability or otherwise of the turning on of theobservation lamp 39 in the normal pattern.

Note that, in the above embodiment, the use of the observation devicehaving the above structure enables a determination of whether a vehicleis a normal vehicle or is in violation from outside the vehicle using asimple structure, however, it is also possible to form an even simplerdevice to support this determination. The structure of this supportingdevice is described below.

As is shown in FIG. 39, the supporting device 170 for supporting thedetermination of a normal vehicle is constructed from receiver 172provided with an antenna 172A, a control device 174, and a notificationdevice 176. The receiver 172 and the notification device 176 areconnected to the control device 174. In the same way as the above groundwave communication device 152, the receiver 172 is intended to receive anormal pattern. Note that the receiver 152 only needs to receive thenormal pattern and may be constructed from a simple receiver.

The control device 174 is a device for converting a signal representinga normal pattern received by the receiver 172 into a drive signal for anotification in the notification device 176. The notification device 176is formed from at least one of a sound emitting device such as a speakeror a buzzer and a lamp, and notifies a normal pattern as a sound patternor light pattern that corresponds with the normal pattern using thedrive signal from the control device 174.

As described above, because the supporting device 170 can be formed witha simple structure, it is possible to construct it in a portable size.As a result, it is also possible for an observer to perform anobservation while carrying the device.

Note that, in the above description, an example was described in which areceiver was used for support, however, it is also possible to attach acard read/write device instead of a receiver. It is also possible tostore a normal pattern in an IC card and, by reading this card, even inareas of poor reception and the like, the observation pattern read fromthe IC card can be used for support.

Sixth Embodiment

In the present embodiment, the present invention is applied to anautomatic charge system for performing charge processing automaticallyfor a vehicle that has entered (i.e. driven into) a toll facility (i.e.an area in which a charge is applied). Note that the automatic chargesystem used in the present embodiment is a system for settling a usagetoll (fare for travelling) based on information transfer usingcommunication between an in-vehicle device mounted in a vehicle and anon-road device installed on the road. Moreover, because the presentembodiment has substantially the same structure as the aboveembodiments, the same portions are given the same descriptive symbolsand a detailed description thereof is omitted.

The concept of the structure of the automatic charge system 10 of thepresent embodiment is the same as in the structure shown in FIG. 15. Thegeneral center 40 established on the ground side of the structureaccording to the present embodiment is the same as the general center 40shown in FIG. 2, and therefore a description thereof is omitted.Furthermore, the relay device has the same structure as the relay device50 shown in FIG. 15, the in-vehicle device has the same structure as thein-vehicle device 30 shown in FIG. 17, and the observation lamp has thesame structure as the observation lamp 227 shown in FIG. 18, thereforedescriptions of these are omitted.

The operation of the present embodiment will now be described.

Firstly, the operation of the ground side apparatus (in this case, thegeneral center 40) will be described in detail. In the presentembodiment, the general center 40 performs the same processing as theprocessing in FIG. 4, and transmits information for charge processing toan in-vehicle device 30 mounted on the vehicle 32.

In the general center 40, GPS signals are received from GPS satellites20, 22, and 24 (step 300 in FIG. 4). The general center 40 thendetermines its own, reference position i.e. that of the general center40 (a reference latitude and longitude Po), and generates GPS correctioninformation (step 302). Next, predetermined area in which a charge isapplied information is read (step 304), and GPS correction informationis transmitted together with area in which a charge is appliedinformation is transmitted by FM broadcast or telephone circuit or thelike (step 306).

As described above, the area in which a charge is applied information isset for a area in which a charge is applied formed from a predeterminedplurality of areas. An example of a structure is one in which the sizeof the areas between the city center and the suburbs becomes smaller thecloser to the city center. An example of area in which a charge isapplied according to the present embodiment is shown in FIG. 40. Theground is divided into three areas, namely, a circular central area A, adonut shaped area B that is substantially concentric around and adjacentto the outer periphery of the area A, and an area C outside the areas Aand B. It is possible to specify these areas by latitude and longitudeas well as by their shape.

Note that, in the present embodiment, checkpoints CP for performingcharge processing are provided at predetermined positions in the area Dand inside the area C.

Moreover, the charge processing area information is set for the area inwhich a charge is applied A formed from a plurality of areas, however,it is possible to set a different charge amount for each area. Forexample, it is possible to increase the charge amount in accordance withthe proximity to the city center, or to alter the charge amount inaccordance with the number of times of use, or to alter the chargeamount in accordance with the level of congestion, or to alter thecharge amount in accordance with the length of time of use. These aredetermined by the charge calculation conditions.

The charge calculation conditions have been described in the aboveembodiments and a detailed description thereof is omitted, however, thefirst charge calculation condition is the number of entries into anarea, shown in the table indicating the tolls for each area. The secondcharge calculation condition is the time length of stay in an area,shown in the table indicating the tolls for each area. The thirdcondition is the level of congestion in the area, shown in the tableindicating the tolls for each area. The fourth condition is speed whentraveling inside an area (or, alternatively, the average speed inside anarea), shown in the table indicating the tolls for each area. The fifthcondition is total area travel distance traveled inside an area, shownin the table indicating the tolls for each area.

By including these tables based on the charge calculation conditions inthe area in which a charge is applied information, it is possible tospecify, for the area in which a charge is applied, the area and thetoll.

The area in which a charge is applied information is set for a area inwhich a charge is applied formed from a plurality of predeterminedareas. For example, areas might be formed between an inner city area andthe suburbs and these areas become smaller the closer they are to theinner city area. An example of area in which a charge is applied of thistype is shown in FIG. 40. The ground is divided into 4 areas. In thecenter portion is a circular area A. Donut shaped circular areas B and Cwhich are substantially concentric around and adjacent to the outerperiphery of the area A. Last is the area D which is the area other thanthe areas A, B, C. These areas can each be specified by their latitudeand longitude as well as by their shape. In the present embodiment, theareas A, B, and C are each area in which a charge is applied, while thearea D is outside the area in which a charge is applied.

Next, the operation of the in-vehicle device 30 will be described. Inthe present embodiment, the in-vehicle device 30 is intended to performidentical to that in FIG. 5.

Namely, information is received from the ground, i.e. the general center40 (or relay device 50) at predetermined times (for example every oneminute) by the in-vehicle device 30 mounted on the vehicle (step 400). Adetermination is then made as to whether or not the received informationis the latest information (step 402), and, if the received informationis the latest information (i.e. if the determination in step 402 isaffirmative), the area in which a charge is applied is led out while theGPS correction information is stored (step 404). If, however, thereceived information is not the latest information (i.e. thedetermination in step 402 is negative), GPS signals from the GPSsatellites 20, 22, and 24 are received (step 406), the current date andtime (year, month, date, and time) are read, and the current position(latitude and longitude P (t)) of the in-vehicle device, namely of thehost vehicle thereof, is determined (step 410). The determined latitudeand longitude P (t) are then matched with a map database stored inadvance (step 412), the area to which the latitude and longitude P (t)belong are then decided (step 414), and the latitude and longitude P(t), the date and time t, and the area are then stored as vehiclelocation history (step 416). As a result, the area in which the vehicle32 is present at predetermined times is stored with a date and time ashistory.

Accordingly, taking as an example a case in which the toll variesaccording to the number of times a vehicle enters into a area in which acharge is applied, as is shown in FIG. 40, if a vehicle travels throughthe area comprising the areas A to D along the route Rt from the startpoint STP to the end point EDP, because the start point STP and the endpoint EDP are outside the area in which a charge is applied, no chargeis applied, however, because each of the partway points S1, S2, S3, andS4 are inside the area in which a charge is applied, a charge isapplied, at each between the start point STP and the end point EDP.Namely, history information (charge history) in the sequence of areas C,B, A, B, C is stored.

Next, the charge processing in the in-vehicle device 30 will bedescribed. This charge processing is processing to transmit historyinformation after the receipt of a request for the transmission of thecharge history (history information) from the ground side (checkpointCP), and is described in detail below.

As is shown in FIG. 41, in step 420, by making a determination as towhether or not there has been a transmission request from the generalcenter 40 (or relay device 50), a determination is made as to whether ornot the conditions match. If the conditions do not match, thedetermination in step 420 is negative and the current routine is ended.If, however, the conditions do match, the determination in step 420 isaffirmative and, in step 422, the history information is acquired. Thishistory information is the list of the vehicle location history storedabove (i.e. in a process corresponding to step 416 of FIG. 5). In thenext step 423, the acquired history information is transmitted to therelay device 50. In the next step 425, a determination is made as towhether or not notification has been received from the relay device 50.If notification has been received, the determination is affirmative andthe notification is performed. If notification has not been received,the determination is negative and the routine is ended.

Next, the operation of the ground facility and the in-vehicle device atthe checkpoint CP will be described further.

Note that, in the present embodiment, the checkpoints CP are set aspredetermined areas and, as is shown in FIG. 42, comprise the areas CPMand CPS. The area CPM is an area for performing tasks relatedsubstantially to the charge processing while the area CPS surroundingthe area CPM is set as an area for canceling error for specifying thearea CPM (buffer area). The reason for this is to counter any errorscaused by the GPS system when the position of the vehicle is detectedusing a GPS system. The area D outside the areas CPM and CPS is outsidearea in which a charge is applied (FIG. 42) or is in the area in which acharge is applied (FIG. 40).

As is shown in FIGS. 43 A and 43 B, in the in-vehicle device, theroutine proceeds to step 580 where a determination is made as to whetheror not the current position is peripheral to the relay device 50 (thecheckpoint CP). If the determination is negative, the routine proceedsto step 586, if the determination is affirmative, the routine proceedsto step 582. In step 582, a determination is made as to whether or notthe previous area was a checkpoint area (the area when the currentroutine was last executed). If the previous area was not a checkpoint,then the vehicle has entered the checkpoint CP for the first time and,consequently, the determination in step 582 is negative. In the nextstep 584, area entry processing is performed and the routine proceeds tostep 594. If, however, the previous area was a checkpoint area, thedetermination in step 582 is affirmative and the routine proceeds tostep 594 with no further change.

This area entry processing is processing performed when a vehicle entersa checkpoint CP. For example, at the point PS2 partway along the routeRo (FIG. 42), a vehicle has entered the checkpoint Cp for the firsttime. By transmitting an ID code and the current position, for example,a notification can be made that the vehicle has entered the checkpointCP. Due to this notification, the checkpoint CP, namely, the ground side(the relay device 50) can begin the initialization of the processingthat accompanies the charge processing. Note that, in step 584, it isalso possible to set the conditions for beginning the charge processingin the in-vehicle device. In the present embodiment, as described above,the charge processing can be performed at the device mounted in avehicle in response to a transmission request from the relay device 50.

Note also that the ground side, namely, the relay device 50 is able, bythe above notification, to transmit the latest charge tables as well asa normal pattern for flashing the observation lamp 227 on and off whenthe vehicle has been authorized as a normal vehicle. Moreover, if thevehicle is authorized as being in violation, it is possible to transmitinformation for performing the violation notification. The normalpattern is a pattern for causing the observation lamp 227 to flash onand off in a predetermined timing (for example, a timing in which thelamp is repeatedly switched on for a set time and then switched off fora set time) in order to enable confirmation from outside the vehiclethat the host vehicle is a normal vehicle for which charge processingcan be performed. If this pattern is used, the cyclic flashing can beconfirmed from outside the vehicle and the vehicle can be confirmed asbeing a normal vehicle. In the same way, a pattern which causes theobservation lamp 227 to flash on and off in a violation patterndifferent from the normal pattern (by flashing the observation lamp onand off repeatedly for a time t, or by leaving the lamp flashing) isused as the violation pattern in order to enable confirmation fromoutside the vehicle that the host vehicle is in violation.

If the determination in step 580 is negative, the routine proceeds tostep 586 where a determination is made as to whether or not the distanceto the checkpoint CP is less than or equal to a predetermined distance,which enables a determination to be made as to whether or not thevehicle is approaching the checkpoint CP. If the distance to thecheckpoint CP is less than or equal to a predetermined distance, thedetermination in step 586 is affirmative and, in the next step 592,information indicating that the vehicle is approaching the checkpoint CPis provided by images and sound, and the routine returns to step 580.For example, it is possible for a fixed time to display information suchas “approaching checkpoint” on the display panel 227S, or to providethis vocally from the sound device 228, or to display it on the displayon the navigation system via the display device 224.

If the determination in step 586 is negative, the routine advances tostep 588 where a determination is made as to whether or not the previousarea was a checkpoint CP. If the previous area was not a checkpoint CP,the routine returns to step 580. In contrast, because the determinationin step 588 is affirmative when the vehicle has departed from acheckpoint CP, the determination in step 588 is affirmative and, in thenext step 590, the area departure processing is executed and the routineproceeds to step 594.

The above area departure processing is processing performed when avehicle has departed to the area outside the checkpoint CP. For example,at the point PS5 partway along the route Ro (FIG. 42), a vehicle hasleft the checkpoint CP. In this processing, notification that thevehicle has left the checkpoint CP is made by the transmission of the IDcode and current position. Note that, because it is possible todetermine from the current position of a vehicle and from the previousposition of a vehicle that the vehicle has left the checkpoint CP, thisdetermination can be made from the history information at either thevehicle side or at the ground side.

Note also that, in the same way as described above, it is also possibleto cause the observation lamp 227 to flash on and off or to beextinguished by a result of an authorization that the vehicle hasdeparted.

Consequently, at the point PS1 partway along the route Ro, informationis provided in step 592 that the vehicle is approaching the checkpointCP. At the partway point PS2, area entry processing for when a vehiclefirst enters the checkpoint CP is performed. At the partway points PS3and PS4, because the previous area was a checkpoint CP, the routineproceeds to the next step without change. At the partway point PS5, areadeparture processing for when a vehicle departs from a checkpoint CP isperformed.

In step 594, a determination is made as to whether or not an inquiry forfixed data such as information on the type of vehicle and the ID codewhich comprises the vehicle ID and the like, namely, the vehicle numberand the like has been made from the ground side. If this determinationis affirmative, then, in the next step 596, ID inquiry processing isexecuted and then the routine proceeds to step 598. If the determinationis negative, the routine proceeds without change to step 598.

This ID inquiry processing is carried out when a vehicle is within acheckpoint. For example, at the points PS3 and PS4, partway on the routeRo (see FIG. 42) a vehicle is within the checkpoint, therefore,information relating to the ID code is notified by transmitting thecurrent position as well as fixed data such as the ID code and thevehicle model information. Note that a determination is made on theground side as to whether or not the notification is normal or not, andthe vehicle is authorized as being normal or as being in violation.

The above ID inquiry processing is processing in response to aconfirmation from the relay device to the vehicle of whether or not thevehicle is a normal vehicle or is in violation.

In the next step 598, a determination is made as to whether or not thepower supply has been cut. If power is being supplied, the determinationis negative and the routine returns to step 580. If the power supply hasbeen cut, the determination is affirmative and the routine is ended.

Next, the operation of the relay device will be described. In the relaydevice 50 according to the present embodiment, substantially the sameprocessings as in FIG. 13 are carried out in FIG. 44.

Firstly, an initial processing is performed, namely, GPS signals fromGPS satellites 20, 22, and 24 are received and determines the generalcenter 40 reference position (a reference latitude and longitude Po). Itthen generates GPS correction information and performs processing toread the area in which a charge is applied information (step 470). Itthen makes an inquiry in order to obtain a response from the in-vehicledevice (step 472), and then makes a determination as to whether or notthe in-vehicle device 30 has responded (step 474). If there has not beena response (the determination in step 492 is negative), the inquiry isrepeated until a predetermined time has elapsed.

If the in-vehicle device has responded (makes a notification) (i.e. thedetermination in step 474 is affirmative), a request is made for historyinformation including the ID code and the like to be transmitted (step476). When the in-vehicle device 30 has transmitted the historyinformation including the ID code and it has been received (i.e. thedetermination in step 478 is affirmative), a calculation formula isdecided based on the area included in the history information (step480), and the toll is calculated using the set calculation formula (step484).

The calculation formula is determined by the above calculationconditions. These calculation conditions are conditions for determininga charge amount (charge calculation conditions) and may be made up ofthe number of entries into an area, the length of time in an area, orthe like. The charge calculation formula is determined by thecalculation conditions. In formula (5) below, a charge calculationformula is shown as a general formula considering areas.(charge amount)=f (N _(A) , N _(B) , N _(C) , N _(H) , N _(I) , N _(J) ,t)  (5)wherein,

-   N_(A), N_(B), N_(C): the evaluation of the areas (i.e. the number of    entries and length of time of stay for the area determined by the    charge calculation conditions)—note that the above area may be    formed from a plurality of areas-   N_(H): the level of congestion-   N_(I): the speed (average speed)-   N_(J): the total distance traveled within the area-   T: the date and time

Next, a determination is made from the calculation result of step 484 asto whether or not there is a charge (step 486). If no charge has beengenerated, a determination is made as to whether or not a predeterminedtime has passed (step 492). If the predetermined time has not passed(i.e. if the determination in step 492 is negative), the routine returnsto step 472. If the predetermined time has passed (i.e. if thedetermination in step 492 is affirmative), the present routine is ended.

If, however, a charge has been generated, an instruction is given tonotify the in-vehicle device of the charge information by transmittingthe generated charge, namely, the toll to the in-vehicle device ascharge information (step 488). The toll is then settled from an settledaccount such as a bank account or a credit card associated with the userof the vehicle determined by the ID code (step 490).

Thus, in the present embodiment, history information indicating thepresence of a vehicle in a area in which a charge is applied is stored(accumulated) in the in-vehicle device. In addition, because thishistory information is transmitted is response to a transmission requestfrom the ground side, there is no need to install antennas at entriesand exits and the like and transfer information for collecting tolls(charge). Namely, it is only necessary to establish a point whereinformation can be transferred between the ground and a vehicle, and thetoll collection (the charge) can be easily performed by transferringinformation for collecting the toll (the charge) at that point.

In the above embodiment, a description was given of when chargeprocessing was performed by storing history information for one area inwhich a charge is applied shaped as a concentric circle, however, thepresent invention is not limited to this. For example, the presentinvention is also effective in separately existing area in which acharge is applied A, B, and C. In the example shown in FIG. 45, acheckpoint CP is present in the area D outside the area in which acharge is applied. When a vehicle travels along the route R1 through thearea in which a charge is applied A and B (i.e. through the partwaypoints PS6 and PS7), the driver only needs to pass through thecheckpoint CP established in advance as the partway point PS8 for thecharge. In this case, the transit through the checkpoint CP does notneed to be included in the route R1. Namely, the charge processing canalso be performed by the vehicle passing through the checkpoint CP aftera predetermined time has passed, for example, after several hours orseveral days. Note that, in order to differentiate between the transitby the vehicle through the checkpoint CP in this way after apredetermined time has passed, for example, after several hours orseveral days, and a transit through the checkpoint CP a short timelater, namely, as preferential treatment and delayed treatment, it isalso possible to add an extra charge when the vehicle visits thecheckpoint CP after a set time has passed, and to subtract apredetermined discount charge from the normal charge amount when thecharge processing is performed within the set time.

Moreover, the above description was for a fixed area in which a chargeis applied, however, the present invention is not limited to this, andthe area in which a charge is applied may set so as to be movable. Forexample, as is shown in FIG. 46, the present invention is also effectivewhen the area in which a charge is applied A and B have been altered(including the size thereof being altered) by being moved to the area inwhich a charge is applied A′ and B′. In this case, even if the car haspreviously traveled along the route R1 shown in FIG. 45, the route R1 isno longer included in the area in which a charge is applied after thearea in which a charge is applied have moved to A′ and B′. In this case,it is preferable if information is successively provided from the groundside to the in-vehicle device to the effect that the area in which acharge is applied has moved. Furthermore, there is no need for the areasto be circular in shape.

Note that, in the present embodiment, when a bank account or card withwhich charge processing can be performed automatically has beendetermined, it is also possible to give a notification before thepayment is deducted from this card or bank account. In this case, it ispossible for a use to easily determine whether or not the payment of atoll generated as the result of a charge is able to be paid from a cardor bank account belonging to the user.

Moreover, in the above embodiment, a description was given of when acharge was processed on the ground side, however, the present inventionis also applicable to the processing of a charge by deducting the tollfrom an IC card on which toll balance information is stored.

Seventh Embodiment

In the present embodiment, the present invention is applied to anautomatic charge system for performing charge processing automaticallyfor a vehicle that has entered (a vehicle that has driven into) a tollfacility (i.e. a area in which a charge is applied). Note that theautomatic charge system used in the present embodiment is a system inwhich the position of a vehicle is detected using the in-vehicle device,and the usage toll (driving toll) is settled on the basis of the resultof the detection. Moreover, because the present embodiment issubstantially the same as the above embodiments, the same portions aregiven the same descriptive symbols and a detailed description thereof isomitted.

The concept of the structure of the automatic charge system 10 of thepresent embodiment is the same as the structure shown in FIG. 1. Notethat, in the automatic charge system 10 of the present embodiment, thein-vehicle device 30 is provided if necessary with a ground wave antenna(described in detail below) for ground wave communication.

The in-vehicle device 30 detects the position of its host vehicle 32using GPS signals from GPS satellites 20, 22, and 24. The in-vehicledevice 30 then performs charge processing (calculation) based on theinformation of the detected position and information relating to thearea in which a charge is applied and, based on the result of thatprocessing, performs the toll collection processing. At this time, it isalso possible, if necessary, for information to be transferred andreceived with the general center 40 via ground wave communication.

Moreover, the general center 40 established on the ground side of thestructure according to the present embodiment is the same as the generalcenter 40 shown in FIG. 2 and, therefore, a description thereof isomitted. Note that, in the present embodiment, a wireless communicationdevice is employed as the ground wave communication device 122 that isintended to exchange information with or provide information to thein-vehicle device 30 of a vehicle in which a communication device ismounted.

Next, the in-vehicle device of the present embodiment will be described.Because the in-vehicle device has substantially the same structure asthe in-vehicle device 30 shown in FIG. 3, the same portions are giventhe same descriptive symbols and a detailed description thereof isomitted.

As is shown in FIG. 47, an in-vehicle GPS device 220 having a GPSantenna 220A mounted on the vehicle is connected to the input/outputport 208 of the in-vehicle device 30 of the present embodiment. Thein-vehicle GPS device 220 is intended to detect the position of its hostvehicle 32 using GPS signals from GPS satellites 20, 22, and 24.

Memory 230 is also connected to the input/output port 208. This memory230 includes a rewritable toll data table 230A for storing tollinformation indicating the tolls in area in which a charge is applied,and a map database 230B in which is stored map information for providingvisual route assistance information to a driver.

In addition, a display unit 224 for providing visual route assistanceinformation to a driver, a speaker unit comprising a sound device 228provided with a speaker 228A for providing aural information to adriver, and an input device 226 such as a keyboard or a switch deviceare also connected to the input/output port 208. The display device 224is capable of displaying map information. The sound device 228 isintended to convert either digital or analog sound signals output fromthe device body 12 into drive signals for the speaker 228A and outputthese.

Note that data and the like to be stored in the memory 230 may also bestored on a storage medium such as a hard disk or floppy disk using theFD device 236.

An IC card read/write device 234 which is capable of receiving andejecting an IC card, on which is stored toll balance information and thelike, is also provided for the input/output port 208. A storage area232A for storing area information relating to a area in which a chargeis applied (described below) is set in advance on the IC card 232.Balance information and GPS correction information can also be stored onthe IC card 232.

In the in-vehicle device 30, fixed data such as the model of the vehicleand an ID code comprising the vehicle number and the like is stored inadvance in the RAM 204 and the ROM 206. The in-vehicle device 30 refersto the area in which a charge is applied and the toll balanceinformation on the loaded IC card 232 via the IC card read/write device234 and writes toll balance information to the IC card 232. Note thatthe IC card may includes a prepaid card or a credit card. Also, at theinput/output port 208, an observation lamp 227 is connected. Thisobservation lamp 227 is for notification the charge processing state tothe outside of the vehicle.

As an example of the above IC card 232, as is shown in FIG. 48A, amagnetic storage type card 231 having a bar-shaped magnetic storage area231A for storing information corresponding to the storage area 232A,and, as is shown in FIG. 48B, an IC storage type card 233 having an ICstorage section 233A for storing information corresponding to thestorage area 232A may be used.

Note that, although not provided in the embodiment shown in FIG. 47,other types of in-vehicle device include an in-vehicle device providedwith a wireless communication device to which ground wave communicationdevice having a ground wave antenna is connected, and which exchangesinformation with the ground or provides information to the ground bycommunication. An example of this wireless communication device is an FMbroadcast or an FM character broadcast, a known wave communication, andtelephone circuit communication such as in a moving body communicationdevice. Accordingly, a communication device for a moving body such as aportable telephone or a car phone or the like may be used as the groundwave communication device, so that wireless communication (conversationvia a telephone circuit) can be made possible via the in-vehicle device30 between the vehicle and a telephone device outside the vehicle.

As is shown in FIG. 49A, an observation lamp 227 is provided in thefront surface portion 229A of a box housing 229. The box housing 229 canbe installed on a vehicle dashboard such that light from the observationlamp 227 is emitted to the outside of the vehicle. This enables easyconfirmation from outside the vehicle that the observation lamp 227 isflashing.

Note that, by providing a display lamp that flashes in synchronizationwith the observation lamp 227 at a different position to the observationlamp 227, for example, at a position opposing the observation lamp 227(i.e. at the rear surface portion 229B of the housing 229), it ispossible for the driver inside the vehicle to confirm the flashing ofthe observation lamp 227 by the flashing of the display lamp. Forexample, as is shown in FIG. 49B, it is possible to install a displaypanel 227S in the rear surface portion 229B of the housing 229 thusproviding a structure in which it is an easy matter for the driver ofthe vehicle to confirm the current state of the charge processing. Inthis case, it is possible to display the following on the display panel227S as the current state, namely, that the vehicle is approaching aarea in which a charge is applied, a standard charge amount for the areain which a charge is applied, the current amount of the chargeprocessing, that charge processing has begun, that charge processing hasended, that charge processing has not been performed (i.e. that aviolation has been committed), and the like. Moreover, as is shown inFIG. 49C, an observation lamp 227 can be formed from a plurality ofobservation lamps 227A, 227B, 227C, and 227D. In this case, it ispossible to use observation lamps as vehicle type determining lampsindicating the type of the vehicle in which the observation lamps areinstalled such as heavy, medium, light, and two-wheeled vehicles.

Note that the mounting position (attachment position) of the in-vehicledevice 30 is not limited to being on the vehicle instrument panel asdescribed above, and it is sufficient if it is in a position where it isable to exchange signals with the ground using the antenna. For example,it may be mounted inside the vehicle at the rear seat or the like.Moreover, the in-vehicle device 30 may be formed with separatestructures comprising an in-vehicle device main body and an antenna. Ifthe in-vehicle device is structured in this way with a separatein-vehicle device main body and antenna, it is possible to install theantenna only on the instrument panel or at a position towards the rearseat or the like, as described above, and the mounting positioninformation is taken as information recording the position where theantenna has been mounted.

Moreover, when the ignition is on, power is supplied at all times fromthe vehicle battery to the in-vehicle device. It is also possible toenable the in-vehicle device to acquire date and time information suchas the year, month, date, as well as the current time from anunillustrated clock built into the vehicle 32.

Next, the operation of the present embodiment will be described.

Firstly, the operation of the ground device (in this case, the generalcenter 40) will be described in detail. In the present embodiment, thegeneral center 40 performs the same processing as the processing in FIG.4; namely, it transmits information for charge processing to anin-vehicle device 30 mounted in the vehicle 32. Note that the processingof the general center 40 is not directly related to the in-vehicledevice 30 of the present embodiment, however, this processing is usefulfor an in-vehicle device provided with a communication device.

The general center 40 receives GPS signals from GPS satellites 20, 22,and 24 (step 300 of FIG. 4). The general center 40 then determines itsown reference position, namely the reference position of the generalcenter 40 (a reference latitude and longitude Po), and generates GPScorrection information (step 302). Note that, in the present embodiment,this GPS correction information is stored on the IC card 232. Next,predetermined area in which a charge is applied information is read(step 304), and GPS correction information is transmitted together witharea in which a charge is applied information is transmitted by FMbroadcast or telephone circuit or the like (step 306).

The area information is set in a area in which a charge is appliedformed from a predetermined plurality of areas. An example is astructure in which, between the city center and the suburbs, the areasbecome smaller the closer to the city center.

An example of area in which a charge is applied (Area) of the presentembodiment is shown in FIG. 50. The ground is divided into 7 areas. Inthe center portion is a circular area A. Next is a substantially donutshaped circle concentric around and adjacent to the outer periphery ofthe area A, and divided into 4 areas B, C, D, and E. Next is asubstantially donut shaped circle area F concentric around and adjacentto the outer periphery of the areas B, C, D, and E. Last is the area Gwhich is other than the above areas A, B, C, D, E, and F. These areascan be specified by their latitude and longitude as well as by theirshape.

Moreover, although the area information is set in a area in which acharge is applied formed from a predetermined plurality of areas, it ispossible to set a different charge amount for each area. For example,the charge amount may be increased the closer to the city center, thecharge amount may be altered in accordance with the number of usages,the charge amount may be altered in accordance with the level ofcongestion, and the charge amount may be altered in accordance with thelength of time of the use. In the above example (FIG. 50), in thepresent embodiment, the areas A, B, C, D, E, and F are set as area inwhich a charge is applied while the area G is set outside the area inwhich a charge is applied. As was described above, the first chargecondition of the charge calculation conditions for determining thesecharge amounts is the number of entries into an area shown in a tableindicating the charges for each area. With this type of setting, thecharge amount increases as the number of entries into the centralportion of the area in which a charge is applied increases. For example,an example of the first charge calculation condition (number of times anarea is entered) is shown in the table indicating the tolls for eacharea in Table 7. This table may also be stored as area information inthe IC card 232.

TABLE 7 Area Charge Amount A ¥300/entry B ¥100/entry C ¥100/entry D¥100/entry E ¥100/entry F  ¥10/entry G  ¥0/entry

The second charge calculation condition is the length of time in an areashown in the table indicating the tolls for each area. With this type ofsetting, the charge amount increases as the length of time of the stayin the central portion of the area in which a charge is appliedincreases. For example, an example of the second charge calculationcondition (length of stay in an area) is shown in the table indicatingthe tolls for each area in Table 8. This table may also be stored asarea information in the IC card 232.

TABLE 8 Area Charge Amount A ¥150/minute  B ¥90/minute C ¥90/minute D¥90/minute E ¥90/minute F ¥10/minute G  ¥0/minute

The third charge calculation condition is the level of congestion in anarea shown in a table indicating the tolls for each area. The fourthcharge calculation condition is the speed at which a vehicle traveledinside an area (or alternatively, average speed) shown in a tableindicating the tolls for each area, and the fifth charge calculationcondition is the total distance traveled inside an area when travelinginside an area shown in a table indicating the tolls for each area.

By including the tables based on the above charge calculation conditionsin the area information, it is possible to specify, with respect to aarea in which a charge is applied, the area and the tolls therefor.

Next, the operation of the in-vehicle device will be described.

As is shown in FIG. 51, in step 501, an area determination is made inthe in-vehicle device as to the position where the host vehicle islocated. (Refer to FIG. 5) In the next step 503, a determination is madeas to whether or not the area determined in step 501 is a area in whicha charge is applied. If the determination is negative, the routineproceeds to step 510, if the determination is affirmative, the routineproceeds to step 505. In the next step 505, a determination is made asto whether or not the determined area is the same as the previous area(i.e. the same area as the last time the present routine was performed).If the previous area was not a area in which a charge is applied, thenthe vehicle has entered a area in which a charge is applied for thefirst time. Consequently, the determination in step 505 is negative and,in the next step 506, area entry processing is executed and the routineadvances to step 513. This area entry processing is processing performedwhen a vehicle has entered a area in which a charge is applied such asby turning on or flashing the observation lamp 227. Note that, in thisstep 506, conditions are set for starting the charge processing in thein-vehicle device. On the other hand, if the previous area was a area inwhich a charge is applied, the determination instep 505 is affirmativeand the routine advances to step 513 without further processing.

Note that, in the present embodiment, it is possible to notify theoutside of the vehicle that charge processing is currently beingperformed by turning on or flashing on and off the observation lamp 227when a vehicle has entered the area or when the charge processingdescribed below has started. It is also possible to notify the outsideof the vehicle that charge processing has been completed by flashing theobservation lamp 227 when the charge processing is completed. Note that,when the observation lamp 227 is flashed on and off, it is preferablethat a pattern for flashing the observation lamp 227 on and off in apredetermined timing (for example, a timing indicated by turning thelamp on and off repeatedly for fixed lengths of time) is determined inadvance in order to enable confirmation from outside the vehicle. Ifthis pattern is used, confirmation of cyclic flashing is possible fromoutside the vehicle, and it can be confirmed that the vehicle is normal.On the other hand, when it is not possible to accomplish the chargeprocessing, a violation pattern is stored and processing may beperformed to enable confirmation from outside the vehicle that thevehicle is in violation by flashing the observation lamp 227 on and offin a violation pattern that is different to the normal pattern (forexample, by repeatedly turning the lamp on and off for times t, or byflashing the light continuously).

If the determination in step 503 is negative, the routine proceeds tostep 510 where a determination is made as to whether or not the previousarea was a area in which a charge is applied and, if the determinationis negative, the routine returns to step 501. If, on the other hand, thedetermination in step 510 is affirmative, the vehicle has left the areain which a charge is applied and, therefore, due to the affirmativedetermination in step 510, the routine proceeds to step 512, where areadeparture processing is performed and the routine advances to step 513.This area departure processing is processing performed when a vehiclehas departed from a area in which a charge is applied such as by turningoff or flashing the observation lamp 227 in a violation pattern. Notethat, in the same way as described above, it is also possible to causethe observation lamp 227 to flash on and off or to be extinguished basedon a result of an authorization that the vehicle has departed. Forexample, when the charge processing is performed normally, the lamp isturned off or is caused to flash on and off in a normal pattern, andwhen there is a violation such as when the balance is insufficient or ifthere is no IC card loaded, the lamp is left on or is caused to flash ina violation pattern. This enables easy confirmation of the charge stateof a vehicle from outside the vehicle.

In the next step 513, a determination is made as to whether or not thepower supply has been turned off. If power is still being supplied, thedetermination is negative and the routine returns to step 501. If thepower has been turned off, the determination is affirmative and thecurrent routine is ended.

For example, if a vehicle has entered the area F at the point PS1partway along the route Rt shown in FIG. 50, because the vehicle hasentered the area for the first time, area entry processing is performed.Next, at the partway point PS2, the vehicle has departed from the area Fand has entered the area B. Therefore, area departure processing andarea entry processing are performed. In the same way, at the partwaypoint PS3, the vehicle has departed from the area B and has entered thearea A. Therefore, area departure processing and area entry processingare performed.

Next, the processing in the in-vehicle device of the present embodimentwill be described. In the in-vehicle device 30 mounted on a vehicle (theprocessing of step 501 in FIG. 51), when area determination processingis performed, information, namely area information (tables), stored inthe storage area 232A of the IC card 232 is read (this corresponds tostep 400 of FIG. 5), and a determination is made as to whether or notthe read area information is the latest information (step 402). When thearea information is the latest information, area information (tables)including the area in which a charge is applied is stored in memory, andGPS correction information is stored (this corresponds to step 404).Note that, the GPS correction information and the balance informationcan also be read from the IC card 232.

If, however, the read area information is not the latest information (ifthe determination in step 402 is negative), because the area information(tables) already stored in the memory can be used, GPS signals arereceived from the GPS satellites 20, 22, and 24 (step 406), the currentdate and time (year, month, date, and time) are read (step 408), and theposition thereof, namely, the position of the vehicle 32 (latitude andlongitude P (t)) is determined (step 410). Note that, when the latitudeand longitude P (t) are determined it is possible to use the stored GPScorrection information.

Next, the determined latitude and longitude P (t) are matched with themap database stored in advance (step 412), and the area to which thelatitude and longitude P (t) belong is decided (step 414). In thepresent embodiment, the latest area information read from the above ICcard is used in step 414. Next, the latitude and longitude P (t), thedate and time t, and the area are stored as vehicle location history(step 416). As a result, the areas in which the vehicle 32 is locatedwith dates and times, at predetermined times, are stored as history.Table 9, shown in FIG. 73, shows an example of a list of vehiclelocation information.

As seen above, the areas in which the vehicle 32 is located atpredetermined times are stored with dates and times, as history.

Next, the charge processing in the in-vehicle device 30 will bedescribed. The charge processing in the present embodiment performs thesame processing as the processing shown in FIG. 6. Note that, in thepresent embodiment, the execution of this charge processing is in astarting state together with the execution of the area entry processing.

A determination is made as to whether or not conditions match (step 420of FIG. 6) by making a determination in the in-vehicle device, as towhether or not it is the above predetermined data and time or as towhether or not an instruction has been given (in the present embodiment,whether or not the area entry processing has been performed) by thegeneral center 40 in the case of the device mounted in a vehicleprovided with a communication device. If the conditions do not match (ifthe determination in step 420 is negative), the current routine isended.

If, however, the conditions do match (if the determination in step 420is affirmative), the history information is obtained (step 422). Thishistory information is a list of the vehicle location history thatcorresponds to the stored (processed in step 416 of FIG. 5) Table 3.Next, the calculation formula (charge calculation formula) is set (step424). The calculation formula is determined by the above calculationconditions, and the charge calculation formula (2) shown as a generalformula considering the area is set.

Next, the toll is calculated (step 426) using the calculation formulaset above and the history information. For example, when using the firstcharge calculation condition in which the charge amount of the toll isdetermined by the number of entries into an area, because the unit pricefor each area is set by the table read from the IC card, it is possibleto calculate the charge amount of the toll by multiplication the numberof entries to the unit price of the table read from the IC card. Whenthe toll calculation has ended, the charge processing is executed (step428). This charge processing is processing to deduct the charge amountdetermined above from the balance of the IC card 232.

For example, when the calculation condition is solely the number ofentries into an area and the history information is from the start pointSTP to the end point EDP, as is shown in FIG. 50, the charge amounts areas shown below for the route Rt and the route Rb.

Rt charge amount=300×1+100×1+100×0+100×1+100×0+10×1+0×1=¥510

Rbt charge amount=300×0+100×0+100×0+100×1+100×0+10×1+0×1=¥250

Thus choosing a route that avoids the central portion means the chargeamount is less.

If the calculation condition is solely the length of time spent an areaand the history information is from the start point STP to the end pointEDP, as is shown in FIG. 50, the charge amounts are as shown below forthe route Rt and the route Rb.

Rt charge amount 150×2+90×4+90×0+90×2+90×0+10×2+0×2=¥860

Rb charge amount=150×0+90×0+90×0+90×2+90×0+10×7+0×2=¥250

Thus choosing a route that avoids the central portion means the chargeamount is less.

In this way, in the present embodiment, because area informationrelating to a area in which a charge is applied can be stored in an ICcard capable of being loaded in an in-vehicle device, and the area inwhich a charge is applied is determined using that area information sothat a charge amount can be obtained, even when a communication deviceis not incorporated in the in-vehicle device, it is still possible tospecify the area in which a charge is applied with ease and perform thecorrect charge processing. Moreover, even if the area in which a chargeis applied varies, this can be dealt with simply by updating the areainformation stored in the IC card.

Note that, in the above embodiment, a description was given for when thepresent invention was applied to a case in which no communication devicewas incorporated in the in-vehicle device, however, the presentinvention is not limited by whether a communication device isincorporated or not incorporated and can be applied to a case in whichan in-vehicle device incorporating a communication device is provided.In particular, in an in-vehicle device incorporating a communicationdevice, when the vehicle is located in an area where communication isobstructed or is outside the communication area, it is possible toperform the correct charge processing by implementing the aboveprocessing.

Furthermore, in the above description, the area in which a charge isapplied was set as a fixed area, however, the present invention is notlimited to this, and the area in which a charge is applied may be ableto be movably set. In this case, the term of validity of the area inwhich a charge is applied can be set, and the table only referred toduring this term of validity.

Eighth Embodiment

The system structure according to the eighth embodiment of the presentinvention is shown in FIG. 52. In the system of the present embodiment,there is provided a charge processing device 701. Note that, in thepresent embodiment, because the charge processing device 701 includesthe functions of a notification device mounted in a vehicle, it isdescribed as the 701 in the description below.

The in-vehicle notification device 701 serving as a charge processingdevice mounted in a vehicle communicates with a notification station 730via an inbuilt telephone unit 708 (described below) and an antenna ANTtso that data is exchanged. Moreover, the in-vehicle notification device701 receives radio waves from satellites via the GPS antenna ANTg, andrecognizes the position and traveling direction of the vehicle using aninbuilt GPS position measuring device (720–726: described below) anddisplays this together with a map indicating the area through which thevehicle is traveling. When there are insufficient number of satelliteswhose waves are receivable or when receiving waves from the satellitesare impossible, the insufficient information is supplemented by vehicleposition calculation by multiplication of the traveling speed anddetection of the direction using a gyro. Alternatively, vehicle positionrecognition can be performed.

FIG. 53 shows the structure of the in-vehicle notification device 701.As is seen in FIG. 53, direct current voltage +B from the battery in thevehicle is constantly supplied to the in-vehicle notification device701. A power supply circuit PSC supplies operating voltage to the CPUsof the GPS information processing RCU 720 and the notification controlECU 702. When the vehicle ignition switch IGsw is closed and the vehiclepower supply is turned on, the power supply circuit PSC suppliesoperating voltage to all circuits of the in-vehicle notification device701.

The GPS position measuring device (720–728) is provided with a receivingantenna ANTg, a GPS receiver 721, a GPS demodulator 722, a displaydevice 724, a piezoelectric vibrating gyro 725, an altitude sensor 726,a GPS information processing ECU (Electronic Control Unit) 720, anoperating board 723, a map search engine 727, and a map database 728.The 1.57542 GHz radio waves transmitted from each of the GPS satellitesare received by the GPS receiver 721 via the receiving antenna ANTg, andthe information contained in the radio waves, namely, information suchas a function indicating the orbit of the satellites and the time andthe like is demodulated by the GPS demodulator 722, and input into theGPS information processing ECU 720.

The GPS information processing ECU 720 is a computer system based onmainly a microprocessor (CPU) and provided with almanac data memory andmemory for a data buffer as well as an input/output interface (anelectric or electronic circuit). The CPU generates informationindicating the position of its host vehicle (latitude, longitude,altitude) based on the information transmitted from the GPS satellites,and the search engine 727 reads map data of a page (screen) thatincludes the position from the map database 728 and displays this on thedisplay device 724. The current position index that also shows thedirection of travel is also displayed as well as the current position onthe display device. The basic structures of the reception antenna ANTg,the GPS receiver 721, the GPS demodulator 722, and the display device724, as well as the basic operation of the GPS information processingECU 720 are the same as the structural elements of known devices alreadyavailable on the market.

However, in order to implement the present invention, a program is addedto the operating program of the GPS information processing ECU 720 thatperforms the following. Namely, the current position (ground position)of a vehicle (i.e. the in-vehicle notification device 701), thedirection of travel, and the current time are transmitted to thenotification control ECU 702 in response to a data transmission requestfrom the notification control ECU 702. The notification control ECU 702reads the transmitted charge area information and stores it in memory.The charge area is then displayed in superposition (as a half-tone dotmeshing) in the area defined by the charge area information, namely, thecharge area on the map displayed on the display device 724.

Analog signals output by the piezoelectric vibrating gyro 725 and thealtitude sensor 726 are each input into the GPS information processingECU 720, and the CPU of the ECU 720 reads the signals after convertingthem into digital data via an A/D converter. Information output from theGPS demodulator 722 and information for controlling the GPS demodulator722 is input into or output from the CPU via the I/O port of the GPSinformation processing ECU 720. The GPS information processing ECU 720calculates three-dimensional coordinates Ux, Uy, Uz of the position ofits host vehicle with a “3 satellite position measuring calculation” ora “4 satellite position measuring calculation”.

In the “3 satellite position measuring calculation”, in a predeterminedthree dimension simultaneous equation three sets of data received fromthree satellites are each substituted as parameters, and by solving thissimultaneous equation, any error in the clock on the receiving side,latitude and longitude of the reception point, which are unknownnumbers, are determined. The altitude of the reception point isdetermined, in this example, by calculation from the signal output fromthe altitude sensor 726, and is substituted into the simultaneousequation as known data. In the “4 satellite position measuringcalculation”, in a predetermined four dimension simultaneous equationfour sets of data received from four satellites are each substituted asparameters, and by solving this simultaneous equation, any error in theclock on the receiving side, latitude, longitude, and altitude of thereception point, which are unknown numbers, are determined. In addition,because any error in the clock on the receiving side can be determinedby performing the position measuring calculation of any of these, thetime of the internal clock can be corrected based on this errorinformation.

When the ground position information is calculated by GPS positionmeasurement, the GPS information processing ECU 720 calculates thedirection in which the vehicle is traveling by a comparison with thepreviously calculated ground position. On the basis of this timecalculated ground position, map data of the one page (one screen) thatincludes the current position is read from the map data memory 728 andis displayed on the display device 724. A current position index thatalso shows direction of travel is displayed at the current position onthe display. In addition, when at least a portion of the area defined bythe charge area information, namely the charge area, received from thenotification control ECU 702 and saved in the internal memory, isincluded in the area displayed on the display device 724, the chargearea is displayed in superposition (in half-tone dot meshing) over thearea on the display screen. This additional display allows the driver torecognize area in which a charge is applied on the display screen of thedisplay device 724. The notification control unit 702 is also a computersystem centered around a microprocessor (CPU) and provided with aninput/output interface (an electric or electronic circuit). The CPU isable to exchange transmissions of various types of information with thenotification station 730 via the antenna ANTt, the telephone unit 708,and the modem 707. The extension serial input/output board 706 performsthe serial input and output of data, as well as serial/parallelconversion input and output.

The voice of the driver that is input using the microphone MIC isconverted into digital data indicating letters of words via a voicerecognition unit 709, and is input into the CPU of the notificationcontrol ECU 702. Furthermore, the CPU notifies (aurally informs) thedriver when necessary of messages (output information) using thein-vehicle speaker SP via the voice synthesizing unit 710 and theswitching switch SW711. When voice data is output from the CPU, theswitching switch SW711 switches the between the in-vehicle audio and thespeakers SP to a connection between the voice synthesizing unit 710 andthe speakers SP. At this time, the CPU simultaneously displays themessage conveyed to the driver by voice via the vehicle speaker SPalphabetically on the display unit 704. As a result, the driver is ableto confirm a message from the CPU both aurally and visually.

A card reader 705 for reading and writing data on an IC card CRD isconnected to the notification control ECU 702. When an IC card CRD isinserted into a card insertion slot, the card reader 705 reads the datastored on the card CRD and transmits it to the notification control ECU702. When the card reader 705 receives writing data from thenotification control ECU 702, it overwrites (i.e. replaces previous datawith this new writing data) this data in the IC card CRD. Theinformation stored on the IC card is shown in Table 10. In the exampleshown in Table 10, the amount for a single issue of a card is ¥10,000.The balance of the card is ¥10,000 (i.e. the card is unused) and thecard ID allocated by the issuer of the card is MYCAR003. Theclassification of the vehicle for which the card is applied for is alight vehicle and the vehicle ID (in this example, the number displayedon the vehicle number plate) is A123B568. The data in the charge tableis for the charge area which the driver requests (applies for) directlyafter the issue of the card, and this data is written on the card by theissuer in accordance with the driver's application. If there is no suchapplication (i.e. writing request), then there is no such writing.

TABLE 10 Data stored on card Item of information Content of informationCard ID MYCAR003 Card balance ¥10000 Vehicle classification Lightvehicle Vehicle ID A123B568 Charge table ***(Table 11)

An example of the data in a charge table is shown in Table 11, shown inFIG. 74. The data of one set (one point) of the charge area informationin Table 11 is positional information indicating one point on an outlineof the charge area. When there are only date of two sets (data of twopoints), date of each set means the positions of opposite corners in arectangle (square), and the charge area is rectangular. An examplethereof is shown in FIG. 58.

When there are date of more than or equal to three sets, the positions(point) indicated by date of each set are joined in order of the writingof the data sets, and the polygonal area that emerges when the lastpoint is joined with the first point indicates the charge area. Becausethere are two sets of position (point) data in the example shown inTable 11, the charge area is quadrangular (square). The toll informationis differentiated by time slot and by type of vehicle. The term ofvalidity of the table indicates the term of validity of the data. Thetable valid area information shows an outline that is shapedsubstantially the same as the charge area extended by approximately 600meters outside the outline of a charge area prescribed in the chargearea information. When a plurality of charge areas are set, this tablevalid area information is for allowing a charge table of a charge areathat is near to it to be selected in the vehicle.

The card issuing and toll settlement spots (card issuing and tollsettlement booths) 771–773 issue IC cards CRD. These spots (servicecenters) are provided in locations that provide easy access for a driverand that are as close as possible to areas where the charge areas areset, such as in the vicinity of the notification station 730, in thecatchment area of the notification station 730, outside the catchmentarea of the notification station 730, or the like. For example, they maybe provided in local government buildings or branches thereof in thearea in which the charge area is set. In these spots, new IC cards canbe issued, lost or damaged cards can be reissued, unpaid tolls (cardbalances in arrears) can be settled, and prepaid deposits can beincreased (i.e. card balances increased) in accordance with the wishesof a driver by a service operator or by an automatic machine. When theseprocessings are performed, the processing data is transmitted to thenotification station 730 via a public phone network and an exchange 760.In accordance with the received processing data, the notificationstation 730 updates the data in the observation database WDB when a newcard is issued, a lost or damaged card is reissued, or a prepaid depositis increased, and updates the data in the arrears database CDB when anunpaid toll is settled.

The structure of the notification station 730 is shown in FIG. 54. Inthe notification station 730 there is a wireless communication device731 that modulates transmission data from a controller 732 into radiowave signals and sends it to an antenna 740, and also receives radiowaves via the antenna 740, demodulates the received data and feeds it tothe controller 732. The controller 732 is a computer system that iscentered around a microprocessor (MPU) and is provided with aninput/output interface. A terminal PC (a complete set comprising apersonal computer, display unit, keyboard, mouse, printer), a chargedatabase (memory) FDB, and an information control unit 733 are connectedto the controller 732. The arrears database CDB, the observationdatabase WDB, and the entry/exit vehicle database TDB are connected tothe information control unit 733.

A modem 734 is connected to the controller 732. The controller 732 isable to perform sound and data transmission with the control center 50(FIG. 52) via this modem and the public communication circuit exchange760 (FIG. 52).

FIGS. 55 A and 55 B and FIGS. 56 A and 56 B show outlines of thenotification control operation of the (CPU of the) notification controlECU 702. FIGS. 55 A and 55 B will be looked at first. The notificationcontrol ECU 702 waits for the ignition switch IGsw to be closed (Si: H),and when the ignition switch is closed, the notification control ECU 702registers the data of the card CRD in its internal memory via the cardreader 705 (steps S1 to S4). If no card CRD has been loaded, thenotification control ECU 702 waits for a card to be loaded and thenregisters the data of the card CRD in internal memory. Note that, in thedescription below, inside the brackets the word “step” has been omittedwith only the step number and the letter S denoted.

Next, the card balance in the read card data is displayed on the displayunit 704 (S5). Next, the notification control ECU 702 starts the timerTc for the time limit Tc (S6). A data transmission request is then madeto the GPS information processing ECU 720, and data of the currentposition (ground position), the direction of travel, and the date andtime is received from the GPS information processing ECU 720 and writtento internal memory. The charge area information in the card dataregistered in internal memory is also sent to the GPS informationprocessing ECU 720 (S7). When this charge area information is received,the GPS information processing ECU 720 adds the charge area display(half tone dot meshing) to the corresponding area of the map displayedon the display device 724 that corresponds to the charge area indicatedby the charge area information.

Next, the notification control ECU 702 checks whether the date and timereceived from the GPS information processing ECU 720 are within theperiod in which the table is valid in the charge table registered ininternal memory, or whether the current position received from the GPSinformation processing ECU 720 is within the area in which the table isvalid (the table valid area) shown in the information of the area inwhich the table is valid (the table valid area information) in thecharge table registered in internal memory (S8 a). If the date and timeare outside the period in which the table is valid, or if the currentposition is outside the area in which the table is valid, then in thiscase, the charge table does not fit the current area. Therefore, acharge table request is transmitted via the antenna ANTt (S9). At thistime, the charge table request is transmitted together with the vehicleID and card ID in the card data, the direction date and the positionobtained from the GPS information processing ECU 720. When thenotification station 730 receives the charge table request, it saves thecard ID, the vehicle ID, the position, and the direction data ininternal memory, and transmits the charge table (Table 11) in the chargedatabase FDB (S41–S44 in FIG. 47).

When it receives this charge table, the notification control ECU 702checks whether the date and time are within the period in which thetable is valid in the charge table, or whether the current positionreceived from the GPS information processing ECU 720 is within the areain which the table is valid shown in the information of the area inwhich the table is valid (S8 b). If the date and time are within theperiod in which the table is valid, and if the current position iswithin the area in which the table is valid, the notification controlmeans 702 registers (replaces with new data) the received charge tablein internal memory and in the IC card CRD (S10–S11).

Next, looking at FIG. 56, thereafter the notification control ECU 702checks at the time cycle Tc whether the current position is within acharge area indicated by the charge area information in the charge tableor outside the charge areas (S12, S13, . . . S25–S1–S2–S6 to S8 a–S12,S13). If it is outside a charge area, and if the direction of travel isone that is approaching a charge area, then when the position is within500 meters from the charge area, “charge area 500 meters ahead” isdisplayed on the display device 704 along with charge table information(Table 11; however, the charge area information and the information ofthe area in which the table is valid are excluded). At the same time,notification such as “charge area is 500 meters ahead” is made by voicesynthesis via the voice synthesizing unit 710 and the speaker SP(S13–S16 to S20). Moreover, when the current position is within 400meters from the charge area, the display “charge area 500 meters ahead”on the display device 704 is altered to “charge area 400 meters ahead”,and a notification of “charge area is 400 meters ahead” is also made(S13–S16–S17–S21 to S24).

Note that the charge area is displayed in superposition on the mapdisplayed on the display device 724 in the step S7 repeated in the cycleTc. Moreover, because the current position of the vehicle is shown onthe displayed map as a direction attached index, the driver canrecognize the position of the vehicle relative to the charge area andthe direction of travel from the display on the display device 724.

When the vehicle enters a charge area, the notification control ECU 702writes “1” in the register (internal memory) so as to show that thevehicle has entered the area in which a charge is applied, and clearsthe information showing that the vehicle is within 500 meters of thecharge area, and is within 400 meters of the charge area (RPF and RPSdata in the register) (S27), and performs “charge processing” (S28).

In the charge processing (S28), the notification control ECU 702extracts the toll for the vehicle classification in the card data fromthe charge tables registered in the internal register, and the cardbalance in the card data in the internal memory is updated to a valuereduced by the amount of the toll, and also similarly updates the dataof the IC card CRD (S28). The balance displayed (displayed in S5) on thedisplay unit 704 is also updated (S29). The notification control ECU 702then transmits the vehicle entry notification data showing that thevehicle has entered the charge area to the notification station 730. Atthis time, the vehicle ID and the card ID in the card data, as well asthe current direction and position obtained from the informationprocessing ECU 720, and the card balance are transmitted (S30). When thenotification station 730 receives this vehicle entry notification, thecard ID, the vehicle ID, the position, the direction, and the cardbalance are saved in the internal memory, and the information in thedatabase is updated correspondingly to the contents of these sets ofdata. These contents are described below. The notification control ECU702 checks whether the card balance is a negative value (insufficienttoll payment) (S31), and if the card balance is a negative value,displays “insufficient payment—settlement required” on the displaydevice 704. Notification such as “card balance is insufficient. Pleasesettle debt” by voice synthesizer is also made using the voicesynthesizing unit 710 and the speaker SP (S32).

After the above described “charge processing” has been executed when avehicle has entered the charge area, the data in the register RAE is setat 1, therefore, because the routine proceeds from step 26 to step 25,there is no repetition of the “charge processing” within the same chargearea. When the (position of the) vehicle departs from the charge area,the notification control ECU 702 advances from step S12 to S13, and instep S14, the data in the register RAE is altered to 0 to indicate anarea outside the charge area. Vehicle departure notification (i.e. thatthe vehicle has departed from the charge area) is then made to thenotification station (S15). Namely, vehicle departure data showing thatthe vehicle has departed from the charge area is transmitted to thenotification station 730. At this time, the vehicle ID and the card IDin the card data, as well as the current direction and position obtainedfrom the GPS information processing ECU 720 are transmitted (S15). Whenthe notification station 730 receives this vehicle departurenotification, the card ID, the vehicle ID, the position, and thedirection are saved in the internal memory, and the information in thedatabase is updated correspondingly to the contents of these sets ofdata. These contents are described below.

After the vehicle departure notification (S15), because the direction inwhich the vehicle is traveling is now a direction moving away from thecharge area which the vehicle has just transited, the notificationcontrol ECU 702 advances from step S16 to step S25, and the relativedistance notification relating to the charge area (S17 to S24) is notperformed.

When the vehicle transits one charge area (the first charge area) asdescribed above and travels towards another charge area (the secondcharge area), when the (current position of the) vehicle leaves the areain which the table is valid that is indicated by the table valid areainformation of the first charge table representing the first chargearea, the notification control ECU 702 moves from step S8 a to S9 andtransmits a charge table request. This transmission wave is received bya first notification station (S30) addressed in the first charge area,and the first notification station transmits the first charge table.When the notification control ECU 702 receives the first charge table,in step S8 b, the charge table received is determined to be invalid. Asa result, even if the notification control ECU 702 receives the firstcharge table after the vehicle has left the area in which the table isvalid that is indicated by the table valid area information of the firstcharge table representing the first charge area, this is not written onthe IC card CRD or the internal memory.

When the (current position of the) vehicle enters the table valid areaof the second charge area, the notification control ECU 702 writes thesecond charge table transmitted by the second notification station ininternal memory and on the IC card CRD, and notification control isperformed in the manner described above according to the data.

As described above, when a vehicle reaches a point 500 meters before acharge area, that fact is notified to the driver via the display device704 and the speaker SP, and information on the charge area is displayedon the display device 704. In addition, a notification is again madewhen the vehicle reaches a point 400 meters before the charge area.Therefore, the driver has enough time decide whether or not to enter acharge area, and has enough time to choose a detour route.

FIGS. 57 A and 57 B show an outline of the notification processing ofthe controller 732 of the notification station 730 shown in FIG. 54.When the notification control ECU 702 of the in-vehicle notificationdevice 701 of the vehicle transmits a charge table request in step S9including the card ID, the vehicle ID, the position, and the direction,the controller 732 of the notification station 730 receives the requestand saves data representing the card ID, vehicle ID, position, anddirection in internal memory, and in response to this request (S41,S42), transmits a charge table in the database FDB via the antenna 740(S44). A search is then made (S45) via the control unit 733 as towhether or not the received card ID or vehicle ID is the ID of a vehiclethat has been in a collision, or has been stolen, or whether the card isa problem card (i.e. lost or damaged, stolen, scrapped through reissue,or illegally copied) stored in the observation database WDB. If the cardID or vehicle ID is one of the above, the card ID, the vehicleID=vehicle No . . . , the contents of the problem, the current position(reception data), and the current time are displayed on the terminal PCdisplay unit and printed out as an observation data set, and are alsotransmitted to the control center 750 and card issuing and tollsettlement booths 771 to 773. These are able to perform dataregistration or take action in accordance with the content of theproblem.

The notification control ECU 702 of the in-vehicle notification device701 transmits vehicle entry notification data showing that a vehicle hasentered a charge area. When the controller 732 of the notificationstation 730 receives this, the controller 732 saves the card ID, thevehicle ID, the current position, the direction, and the card balance ininternal memory, specifies the entry road (the entrance/exit to thearea) based on the position data, and increments by one the number ofvehicles that have entered at this entry road in the entry and departurevehicle database TDB (S48). A check is then made as to whether or notthe card balance is negative (minus) (S49). If the card balance isnegative, the data (card ID, vehicle ID, current position, direction,and card balance) is supplied to the terminal PC and displayed on thedisplay and printed out. A check is then made via the control unit 733as to whether the card ID or vehicle ID are in the arrears database CDB.If they are in the arrears database, the card balance of the relevantitem in the arrears database CDB is updated to the new value. If theyare not in the arrears database, this newly acquired data (card ID,vehicle ID, current position, direction, and card balance) is registeredfor the first time in the arrears database CDB (S50). The ID check andthe like described above (S45, S46) are then performed.

The notification control ECU 702 of the in-vehicle notification device701 transmits vehicle departure notification data showing that a vehiclehas departed from a charge area. When the controller 732 of thenotification station 730 receives this (S53), the controller 732 savesthe card ID, the vehicle ID, the current position and the direction ininternal memory, specifies the departure road (the entrance/exit to thearea) based on the position data, and increments by one the number ofvehicles that have departed at this departure road in the entry anddeparture vehicle database TDB (S54). The ID check and the likedescribed above (S45, S46) are then performed.

When the transmitted settlement data (the card ID, the vehicle ID andthe card balance) is sent from the card issuing and toll settlementspots 771 to 773, if the received card balance is positive, thecontroller 732 erases the data of the relevant ID in the arrearsdatabase CDB (erases the arrears register). If the card balance is stillnegative (minus), the card balance of the relevant ID is updated to thereceived card balance.

The data of the databases CDB, FDB, WDB, and TDB can be controlled (i.e.read, transferred, output, written, and erased) by the terminal PC andthe control center 750. When the terminal PC or control center 750accesses the controller 732, the controller 732 performs data processing(i.e. reading, transferring, outputting, writing, and erasure) inaccordance with the instruction thereof (S58). The control center 750 isintended to carry out traffic control and charge collection controlinside and outside the charge area, as well as observation and trackingof problem cards and vehicles. In order to carry out traffic control,the control center 750 regularly, and when appropriate, refers to thedata in the vehicle entry and departure database TDB, and calculates thenumber of vehicles present within the charge area (the sum of the numberof vehicles that have entered each charge area minus the number ofvehicles that have exited each charge area) and differential valuesthereof (congestion trends, easing trends) for predetermined time spotsso as to ascertain the trends in the traffic volume. The control center750 publicly reports traffic information over short time periods, andover long time periods corrects or abolishes the charge tables. In thetoll collection control, the task of collecting an unpaid toll from (theowner of) the vehicle for which the absolute value of the negative valueof the card balance in the arrears database CDB is the large isperformed. Data of the observation database WDB is used for findingproblem cards and vehicles.

An emergency notification switch is formed in an operation/display board703 connected to the notification control ECU 702 of the in-vehiclenotification device 701. When the driver operates this switch, thenotification control ECU transmits in a predetermined cycle emergencydata that includes the vehicle ID, the current position, and thedirection via the antenna ANTt. When it receives this, the notificationstation 730 displays the fact that an emergency has occurred, thevehicle ID, the current position, and the direction on the terminal PCand also prints out this information. It also transmits the emergencydata to the control center 750 (S51, S52).

The example described above is a charge system in which the inner sideof each interchange in a highway road network (i.e. on the highway),intermediate points, specific areas in a surface road network, and thelike are set as charge areas, and a charge is made on vehicle transitingthese locations. However, the present invention is not limited only to acharge system, and may also be implemented in a traffic informationsystem for reporting information on traffic regulations in specificareas, or congestion information or the like, or in an automaticnotification system for giving guidance and warnings (i.e. comments onareas, guidance, items of caution within an area, entry prohibitions,danger warnings) relating to specific areas.

Ninth Embodiment

In the present embodiment, the present invention is applied to anautomatic charge system for performing the charge processing of a tollfacility (area in which a charge is applied) automatically. Note that,because the present embodiment is substantially the same as the aboveembodiments, the same portions are given the same descriptive symbolsand a detailed description thereof is omitted.

The conceptual structure according to the present embodiment is the sameas that structure shown in FIG. 52. Note that, in the presentembodiment, because the charge processing device 701 also functions as acharge processing device incorporated into a vehicle, in the descriptionbelow, the charge processing device 701 in FIG. 53 is described as thein-vehicle charge device 701.

The in-vehicle charge device 701 serving as a charge processing deviceincorporated into a vehicle communicates with the notification station730 via the in-built telephone unit 708 and the antenna ANTt so as toexchange data therewith. Moreover, radio waves are received fromsatellites via the GPS antenna ANTg enabling the position and directionof travel of the vehicle to be recognized using the inbuilt GPS positionmeasuring device (720 to 728: described below), and these are displayedtogether with a map displaying the area being transited. When the numberof receivable satellites is insufficient or when the wave reception fromthe satellite is insufficient, the missing information is supplementedby calculating the vehicle position by detecting the direction using agyro and estimating the traveling speed. Alternatively, vehicle positionrecognition is performed.

Next, the in-vehicle charge device 701 will be described. Note that thestructure of the in-vehicle charge device 701 is the same as thestructure in FIG. 53. Direct current voltage +B from the battery in thevehicle is constantly supplied to the in-vehicle charge device 701. Apower supply circuit PSC supplies operating voltage to the CPUs of theGPS information processing ECU 720 and the charge control ECU 2. As aresult, data is constantly held (stored) in the internal memory of theCPU of the charge control ECU 702 and in the internal memory that isoutside the CPU but is inside the charge control ECU 702.

When the vehicle ignition switch (interruption instruction means) IGswis closed (i.e. the vehicle power supply is turned on), the power supplycircuit PSC supplies operating voltage to all circuits of the in-vehiclecharge device 701. The opening of the ignition switch IGsw (Si═L)instructs that the measuring of the length of time elapsed with thevehicle staying inside the charge area is to be ended (interrupted). Theclosing of the ignition switch IGsw (Si═H) instructs that the measuringof the length of time elapsed with the vehicle staying inside the chargearea is to be continued.

The GPS position measuring device (720–728) is provided with a receivingantenna ANTg, a GPS receiver 721, a GPS demodulator 722, a displaydevice 724, a piezoelectric vibrating gyro 725, an altitude sensor 726,a GPS information processing ECU (Electronic Control Unit) 720, anoperating board 723, a map search engine 727, and a map database 728.The 1.57542 GHz radio waves transmitted from each of the GPS satellitesare received by the GPS receiver 721 via the receiving antenna ANTg, andthe information contained in the radio waves, namely, information suchas a function indicating the orbit of the satellites and the time andthe like is demodulated by the GPS demodulator 722, and input into theGPS information processing ECU 720. The GPS information processing ECU720 is a computer system based on mainly a microprocessor (CPU) andprovided with almanac data memory and memory for a data buffer as wellas an input/output interface (an electric or electronic circuit). TheCPU generates information indicating the position of its host vehicle(latitude, longitude, altitude) based on the information transmittedfrom the GPS satellites, and the search engine 727 reads map data of apage (screen) that includes the position from the map database 728 anddisplays this on the display device 724. The current position index thatalso shows the direction of travel is also displayed as well as thecurrent position on the display unit.

The basic structures of the reception antenna ANTg, the GPS receiver721, the GPS demodulator 722, and the display device 724, as well as thebasic operation of the GPS information processing ECU 720 are the sameas the structural elements of known devices already available on themarket.

However, in order to implement the present invention, a program is addedto the operating program of the GPS information processing ECU 720 thatperforms the following. Namely, the current position (ground position)of a vehicle (i.e. the in-vehicle charge device 701), the direction oftravel, and the current time are transmitted to the charge control ECU702 in response to a data transmission request from the charge controlECU 702. The charge control ECU 702 reads the transmitted charge areainformation and stores it in internal memory. The charge area is thendisplayed in superposition (as a half-tone dot meshing) in the areadefined by the charge area information, namely, the charge area on themap displayed on the display device 724.

Analog signals output by the piezoelectric vibrating gyro 725 and thealtitude sensor 726 are each input into the GPS information processingECU 720, and the CPU of the ECU 720 reads the signals after convertingthem into digital data via an A/D converter. Information output from theGPS demodulator 722 and information for controlling the GPS demodulator722 is input into or output from the CPU via the I/O port of the GPSinformation processing ECU 720.

The GPS information processing ECU 720 calculates three-dimensionalcoordinates Ux, Uy, Uz of the position of its host vehicle with a “3satellite position measuring calculation” or a “4 satellite positionmeasuring calculation”.

In the “3 satellite position measuring calculation”, in a predeterminedthree dimension simultaneous equation three sets of data received fromthree satellites are each substituted as parameters, and by solving thissimultaneous equation, any error in the clock on the receiving side,latitude and longitude of the reception point, which are unknownnumbers, are determined. The altitude of the reception point isdetermined, in this example, by calculation from the signal output fromthe altitude sensor 726, and is substituted into the simultaneousequation as known data. In the “4 satellite position measuringcalculation”, in a predetermined four dimension simultaneous equationfour sets of data received from four satellites are each substituted asparameters, and by solving this simultaneous equation, any error in theclock on the receiving side, latitude, longitude, and altitude of thereception point, which are unknown numbers, are determined. In addition,because any error in the clock on the receiving side can be determinedby performing the position measuring calculation of any of these, thetime of the internal clock can be corrected based on this errorinformation.

When the ground position information is calculated by GPS positionmeasurement, the GPS information processing ECU 720 calculates thedirection in which the vehicle is traveling by a comparison with thepreviously calculated ground position. On the basis of this timecalculated ground position, map data of the one page (one screen) thatincludes the current position is read from the map data memory 728 andis displayed on the display device 724. A current position index thatalso shows direction of travel is displayed at the current position onthe display. In addition, when at least a portion of the area defined bythe charge area information, namely the charge area, received from thecharge control ECU 702 and saved in the internal memory is included inthe area displayed on the display device 724, the charge area isdisplayed in superposition (in half-tone dot meshing) over the area onthe display screen. This additional display allows the driver torecognize area in which a charge is applied on the display screen of thedisplay device 724.

The charge control ECU 702 is also a computer system centered around amicroprocessor (CPU) and provided with an input/output interface (anelectric or electronic circuit). The CPU is able to exchangetransmissions of various types of information with the notificationstation 730 via the antenna ANTt, the telephone unit 708, and the modem707. The extension serial input/output board 706 performs the serialinput and output of data, as well as serial/parallel conversion inputand output.

The voice of the driver that is input using the microphone MIC isconverted into digital data indicating letters of words via a voicerecognition unit 709, and is input into the CPU of the charge controlECU 702. Furthermore, the CPU notifies (aurally informs) the driver whennecessary of messages (output information) using the in-vehicle speakerSP via the voice synthesizing unit 710 and the switching switch SW711.When voice data is output from the CPU, the switching switch SW711switches the connection between the in-vehicle audio and the speakers SPto a connection between the voice synthesizing unit 710 and the speakersSP. At this time, the CPU simultaneously displays the message conveyedto the driver by voice via the vehicle speaker SP alphabetically on thedisplay unit 704. As a result, the driver is able to confirm a messagefrom the CPU both aurally and visually.

A card reader 705 for reading and writing data on an IC card CRD isconnected to the charge control ECU 702. When an IC card CRD is insertedinto a card insertion slot, and when the charge control ECU 702 requestsa data transmission, the card reader 705 reads the data stored on thecard CRD and transmits it to the charge control ECU 702. When the cardreader 705 receives writing data from the charge control ECU 702, itoverwrites (i.e. replaces previous data with this new writing data) thisdata in the IC card CRD.

The information stored on the IC card is shown in Table 12. In theexample shown in Table 12, the amount for a single issue of a card is¥10,000. The balance of the card is ¥10,000 (i.e. the card is unused)and the card ID allocated by the issuer of the card is MYCAR003. Theclassification of the vehicle for which the card is applied for is alight vehicle and the vehicle ID (in this example, the number displayedon the vehicle number plate) is A123B568. The data in the charge tableis for the charge area which the driver requests (applies for) directlyafter the issue of the card, and this data is written on the card by theissuer in accordance with the driver's application. If there is no suchapplication (i.e. a writing request), then there is no such writing.

TABLE 12 Data stored on card Item of information Content of informationCard ID MYCAR003 Card balance ¥10000 Vehicle classification Lightvehicle Vehicle ID A123B568 Charge table ***(Table 13)

Three examples of charge table data are shown in Tables 13 (FIG. 75), 14(FIG. 76), and 15 (FIG. 77). The charge table in the time units shown inFIG. 75 is used for charging the vehicle in the charge area indicated bythe charge area information a toll that corresponds to the length oftime that the vehicle is inside the area except parking not parked. Thecharge table in the distance units shown in FIG. 76 is used for charginga toll that corresponds to the distance traveled by a vehicle inside anarea. The charge table charging for each entry shown in FIG. 77 is usedfor charging a toll that corresponds to the number of entries (uses).

The data of one set (one point) of the charge area information in thecharge tables is positional information indicating one point on anoutline of the charge area. When there are only date of two sets (dataof two points), date of each set means the positions of opposite cornersin a rectangle (square), and the charge area is rectangular (an examplethereof is the same as that shown in FIG. 58).

When there are date of more than or equal to three sets, the positions(points) indicated by date of each set are joined in order of thewriting of the data sets, and the polygonal area that emerges when thelast point is joined with the first point indicates the charge area.Because there are two sets of position (point) data in the examplesshown in Tables 13 to 15, the charge area is quadrangular (square). Thetoll information is differentiated by time slot and by type of vehicle.

The term of validity of the table indicates the term of validity of thedata. The information of the area in which the table is valid shows anoutline that is shaped substantially the same as the charge areaextended by approximately 600 meters outside the outline of a chargearea prescribed in the charge area information. When a plurality ofcharge areas are set, this information of the area in which the table isvalid is for allowing a charge table of a charge area that is near to itto be selected in the vehicle.

The card issuing and toll settlement spots (card issuing and tollsettlement booths) 771–773 (see FIG. 52) issue IC cards CRD. These spots(service centers) are provided in locations that provide easy access fora driver and that are as close as possible to areas where the chargeareas are set, such as in the vicinity of the notification station 730,in the catchment of the notification station 730, outside the catchmentarea of the notification station 730, or the like. For example, they maybe provided in local government buildings or branches thereof in thearea in which the charge area is set. In these spots, new IC cards canbe issued, lost or damaged cards can be reissued, unpaid tolls (cardbalances in arrears) can be settled, and prepaid deposits can beincreased (i.e. card balances increased) in accordance with the wishesof a driver by a service operator or by an automatic machine. When theseprocessings are performed, the processing data is transmitted to thenotification station 730 via a public phone network and an exchange 760.In accordance with the received processing data, the notificationstation 730 updates the data in the observation database WDB when a newcard is issued, a lost or damaged card is reissued, or a prepaid depositis increased, and updates the data in the arrears database CDB when anunpaid toll is settled.

The structure of the information station 730 is shown next. Note thatthe structure of the information station 730 is the same as thestructure shown in FIG. 54. In the notification station 730 there is awireless communication device 731 that modulates transmission data froma controller 732 into radio wave signals and sends it to an antenna 740,and also receives radio waves via the antenna 740, demodulates thereceived data and feeds it to the controller 732. The controller 732 isa computer system that is centered around a microprocessor (MPU) and isprovided with an input/output interface. A terminal PC (a complete setcomprising a personal computer, display unit, keyboard, mouse, printer),a charge database (memory) FDB, and an information control unit 733 areconnected to the controller 732. The arrears database CDB, theobservation database WDB, and the entry/exit vehicle database TDB areconnected to the information control unit 733.

A modem 734 is connected to the controller 732. The controller 732 isable to perform sound and data transmission with the control center 50(FIG. 52) via this modem and the public communication circuit exchange760 (FIG. 52).

An outline of the charge control operation of the (CPU of the) chargecontrol ECU 702 is shown in FIGS. 59 and 60 A and 60 B. FIG. 59 will belooked at first. The charge control ECU 702 waits for the ignitionswitch IGsw to be closed (Si: H), and when the ignition switch isclosed, the charge control ECU 702 registers the data of the card CRD inits internal memory via the card reader 705 (steps M1 to M4). If no cardCRD has been loaded, the charge control ECU 702 waits for a card to beloaded and then registers the data of the card CRD in internal memory.Note that, in the description below, inside the brackets the word “step”has been omitted with only the step number and the letter M denoted.

Next, the card balance in the read card data is displayed on the displayunit 704 (M5). Next, the charge control ECU 702 starts the timer Tc forthe time limit Tc (M6). A data transmission request is then made to theGPS information processing ECU 720, and data of the current position(ground position), the direction of travel, and the date and time isreceived from the GPS information processing ECU 720 and written tointernal memory. The charge area information in the card data registeredin internal memory is also sent to the GPS information processing ECU720 (M7). When this charge area information is received, the GPSinformation processing ECU 720 adds the charge area display (half tonedot meshing) to the corresponding area of the map displayed on thedisplay device 724 that corresponds to the charge area indicated by thecharge area information.

Next, the charge control ECU 702 checks whether the date and timereceived from the GPS information processing ECU 720 are within theperiod in which the table is valid in the charge table registered ininternal memory, or whether the current position received from the GPSinformation processing ECU 720 is within the area in which the table isvalid shown in the information of the area in which the table is validin the charge table registered in internal memory (M8). If the date andtime are outside the period in which the table is valid, or if thecurrent position is outside the area in which the table is valid, thenin this case, the charge table does not fit the current area. Therefore,a charge table request is transmitted via the antenna ANTt (M9). At thistime, the charge table request is transmitted together with the vehicleID and card ID in the card data, the position obtained from the GPSinformation processing ECU 720, and the direction data. When thenotification station 730 receives the charge table request, it saves thecard ID, the vehicle ID, the position, and the direction data ininternal memory, and transmits the charge table (Table 13, 14, or 15) inthe charge database FDB (M41–M44 in FIG. 61).

When it receives this charge table, the charge control ECU 702 checkswhether the date and time are within the period in which the table isvalid in the charge table, or whether the current position received fromthe GPS information processing ECU 720 is within the area in which thetable is valid shown in the information of the area in which the tableis valid (M10, M11). If the date and time are within the period in whichthe table is valid, and if the current position is within the area inwhich the table is valid, the charge control ECU 702 registers (replaceswith new data) the received charge table in internal memory and in theIC card CRD (M12).

Next, as seen in FIG. 59, thereafter the charge control ECU 702 checksat the time cycle Tc whether the current position is within a chargearea indicated by the charge area information in the charge table oroutside the charge areas (M13 to M34–M1 to M11–M13). If it is outside acharge area, and if the direction of travel is one that is approaching acharge area, then when the position is within 500 meters from the chargearea, “charge area 500 meters ahead” is displayed on the display device704 along with charge table information (however, the charge areainformation and the information of the area in which the table is validare excluded). At the same time, notification such as “charge area is500 meters ahead” is made by voice synthesis via the voice synthesizingunit 710 and the speaker SP (M13 to M19).

Moreover, when the current position is within 400 meters from the chargearea, the display “charge area 500 meters ahead” on the display unit 704is altered to “charge area 400 meters ahead”, and a notification of“charge area is 400 meters ahead” is also made (M13 to M16–M20 to M23).

Note that the charge area is displayed in superposition on the mapdisplayed on the display device 724 in the step M7 repeated in the cycleTc. Moreover, because the current position of the vehicle is shown onthe displayed map as a direction attached index, the driver canrecognize the position of the vehicle relative to the charge area andthe direction of travel from the display on the display unit 724.

When the vehicle enters a charge area, the charge control ECU 702 writes“1” in the register (internal memory) so as to show that the vehicle hasentered the area in which a charge is applied, and clears theinformation showing that the vehicle is within 500 meters of the chargearea, and is within 400 meters of the charge area (RPF and RPS data inthe register) (13, 24, 25), and notifies the notification station 730that a vehicle has entered the charge area (M26). At this time, an entryreport with data indicating the vehicle ID and the card ID in the carddata, as well as the current position and direction obtained from theGPS information processing ECU 720, and the card balance attachedthereto is transmitted to the notification station 730. When thenotification station 730 receives this vehicle entry notification, thecard ID, the vehicle ID, the position, the direction, and the cardbalance are saved in the internal memory, and the information in thedatabase that corresponds to the contents of these sets of data isupdated. These contents are described below.

While the current position is inside the charge area, the charge controlECU 702 repeatedly executes the “intermediate charge processing” (M27)at a cycle Tc. In this “intermediate processing” (M27), the tollinformation in the charge tables (=charge tables of the IC card CRD) ininternal memory is referred to and a check is made as to whether thecharge table is for a time charge (Table 13), for a distance traveled(Table 14), or for a charge per transit (use) (Table 15). If the chargetable is for a charge per transit, the routine proceeds to the next stepM34.

When the charge table is for a time charge (Table 13), the toll Ft/hourfor the current time for the vehicle classification (light, medium,heavy) registered in the IC card CRD is extracted from the charge tableand the time toll AFA for the time Tc (seconds) is calculated asfollows:AFA=Tc (secs)×Ft/¥3600.

The sum (RAF+AFt), the value RAF of the toll accumulation thus far, asindicated by the data in the toll accumulation register RAF allocated inthe internal memory of the charge control ECU 702, is calculated, andthis sum (RAF+AFt) is updated in the toll accumulation register RAF(M27).

When the charge table is for a distance traveled charge (Table 14), thetoll Fd/Km for the current time for the vehicle type classification(light, medium, heavy) registered in the IC card CRD is extracted fromthe charge table and the travel toll AFd for the time Tc (seconds) iscalculated as follows:AFd=Tc (secs)×speed (KM/h)×Ft/¥3600.

The sum (RAF+AFd), the value RAF of the toll accumulation thus far, asindicated by the data in the toll accumulation register RAF allocated inthe internal memory of the charge control ECU 702, is calculated, andthis sum (RAF+AFd) is updated in the toll accumulation register RAF(M27).

If the (current position of the) vehicle departs from the charge area,the charge control ECU 702 advances from steps M13 and M14 to step M28.Ij step M28, the data in the register RAE is altered to “0” whichindicates that the vehicle has left the charge area, and the “chargededuction processing” (M29) is performed.

In the “charge deduction processing” (M29), the charge control ECUfirstly refers to the charge information in the charge table in internalmemory and checks whether or not the charge table is one for when acharge is made for each single transit. If this is the case, the tollthat corresponds to the vehicle type classification in the card data inthe charge table is extracted and the card balance in the card data inthe internal memory is updated to a value from which this toll amounthas been deducted. In the same way, the data of the IC card CRD is alsoupdated. The data in the toll accumulation register RAF is then cleared.

If the charge table is not one for when a charge is made for each singletransit, the card balance in the card data in internal memory is updatedto a value from which the value of the toll accumulation register RAFhas been deducted. In the same way, the data of the IC card CRD is alsoupdated. The data in the toll accumulation register RAF is then cleared.

Next, the charge control ECU 702 updates the balance displayed(displayed in step M5) on the display device 704 (M30) and transmits thevehicle departure notification data to the notification station 730. Atthis time, the vehicle ID and the card ID in the card data, as well asthe current position and direction obtained from the GPS informationprocessing ECU 720, and the card balance are also transmitted (M31).When it receives this vehicle departure notification, the notificationstation 730 saves the card ID, the vehicle ID, the position, thedirection, and the card balance in internal memory, and the informationin the database is updated correspondingly to the contents of these setsof data. These contents are described below.

The charge control ECU 702 checks whether or not the card balance is anegative value (insufficient toll payment) (M32), and if the cardbalance is a negative value, displays “insufficient payment—settlementrequired” on the display device 704. Notification such as “card balanceis insufficient. Please settle debt” by voice synthesizer is also madeusing the voice synthesizing unit 710 and the speaker SP (M33).

After the vehicle departure notification (M31), because the direction inwhich the vehicle is traveling is a direction away from the charge areajust transited, the charge control ECU 702 advances from step M15 tostep M32 and does not execute the relative distance notification for thecharge area (M16 to M23).

When the vehicle transits one charge area (the first charge area) asdescribed above and travels towards another charge area (the secondcharge area), when the (current position of the) vehicle leaves the areain which the table is valid that is indicated by the table valid areainformation of the first charge table representing the first chargearea, the charge control ECU 702 moves from step M8 to M9 and transmitsa charge table request. This transmission wave is received by a firstnotification station (M30) addressed in the first charge area, and thefirst notification station transmits the first charge table. When thecharge control ECU 702 receives the first charge table, the charge tablereceived in step M10 is determined to be invalid. As a result, even ifthe charge control ECU 702 receives the first charge table after thevehicle has left the area in which the table is valid that is indicatedby the table valid area information of the first charge tablerepresenting the first charge area, this is not written on the IC cardCRD or the internal memory. When the (current position of the) vehicleenters the table valid of the second charge area, the charge control ECU702 writes the second charge table transmitted by an unillustratedsecond notification station in internal memory and on the IC card CRD,and notification control is performed in the manner described aboveaccording to the data.

As described above, when a vehicle reaches a point 500 meters before acharge area, that fact is notified to the driver via the display device704 and the speaker SP, and information on the charge area is displayedon the display device 704. In addition, a notification is again madewhen the vehicle reaches a point 400 meters before the charge area.Therefore, the driver has enough time to decide whether or not to entera charge area, and has enough time to choose a detour route.

The check in step M1 as to whether or not the ignition key switch IGswis closed (Si═H) is intended to determine whether or not the vehicle isparked. When the vehicle enters a charge area in which the abovedescribed time toll charge table (Table 13) is applied, then when theignition key switch IGsw is open (Si═L: an interrupt instruction tointerrupt the timing for the charging), the charge control ECU 702 waitsfor the ignition key switch IGsw to be closed (Si═H: an instruction forthe timing for the charging), and does not perform the “intermediatecharge processing” of step M27 while waiting. Therefore, the time thevehicle is parked inside the charge area does not fall within the lengthof time the vehicle has stayed inside the charge area for a chargeamount for a two hour toll to be calculated.

FIG. 61 shows an outline of the notification processing of thecontroller 732 of the notification station 730 (see FIG. 54). When thecharge control ECU 702 of the in-vehicle charge device 701 of thevehicle transmits a charge table request in step M9 that includes thecard ID, the vehicle ID, the position, and the direction, the controller732 of the notification station 730 receives the request and saves datarepresenting the card ID, vehicle ID, position, and direction ininternal memory, and in response to this request (M41, M42) transmits acharge table in the database FDB via the antenna 740 (M44). A search isthen made (M45) via the control unit 733 as to whether or not thereceived card ID or vehicle ID is the ID of a vehicle that has been in acollision, or has been stolen, or whether the card is a problem card(i.e. lost or damaged, stolen, scrapped through reissue, or illegallycopied) stored in the observation database WDB. If the card ID orvehicle ID is one of the above, the card ID, the vehicle ID=vehicle No .. . , the contents of the problem, the current position (receptiondata), and the current time are displayed on the terminal PC displayunit and printed out as an observation data set, and are alsotransmitted to the control center 750 and card issuing and tollsettlement booths 771 to 773. These establishments are able to performdata registration or take action in accordance with the content of theproblem.

The charge control ECU 702 of the in-vehicle charge device 701 transmitsvehicle departure notification data showing that a vehicle has departedfrom a charge area. When the controller 732 of the notification station730 receives this, the controller 732 saves the card ID, the vehicle ID,the current position, the direction, and the card balance in internalmemory, specifies the departure road (the entrance/exit to the area)based on the position data, and increments by one the number of vehiclesthat have departed at this entry road in the entry and departure vehicledatabase TDB (M48). A check is then made as to whether or not the cardbalance is negative (minus) (M49). If the card balance is negative, thedata (card ID, vehicle ID, current position, direction, and cardbalance) is supplied to the terminal PC and displayed on the displayunit and printed out. A check is then made via the control unit 733 asto whether the card ID or vehicle ID are in the arrears database CDB. Ifthey are in the arrears database, the card balance of the relevant itemin the arrears database CDB is updated to the new value. If they are notin the arrears database, this newly acquired data (card ID, vehicle ID,current position, the direction, and card balance) is registered for thefirst time in the arrears database CDB (M50). The ID check and the likedescribed above (M45, M46) are then performed.

The charge control ECU 702 of the in-vehicle charge device 701 transmitsvehicle entry notification data showing that a vehicle has entered acharge area. When the controller 732 of the notification station 730receives this (M53), the controller 732 saves the card ID, the vehicleID, the current position and the direction in internal memory, specifiesthe entry road (the entrance/exit to the area) based on the positiondata, and increments by one the number of vehicles that have entered atthis entry road in the entry and departure vehicle database TDB (M54).The ID check and the like described above (M45, M46) are then performed.

When the transmitted settlement data (the card ID, the vehicle ID andthe card balance) insert from the card issuing and toll settlement spots771 to 773, if the received card balance is positive, the controller 732erases the data of the relevant ID in the arrears database CDB (erasesthe arrears register). If the card balance is still negative (minus),the card balance of the relevant ID is updated to the received cardbalance.

The data of the databases CDB, FDB, WDB, and TDB can be controlled (i.e.read, transferred, output, written, and erased) by the terminal PC andthe control center 750. When the terminal PC or control center 750accesses the controller 732, the controller 732 performs data processing(i.e. reading, transferring, outputting, writing, and erasure) inaccordance with the instruction thereof (M58). The control center 750 isintended to carry out traffic control and charge collection controlinside and outside the charge area, as well as observation and trackingof problem cards and vehicles. In order to carry out traffic control,the control center 750 regularly, and when appropriate, refers to thedata in the vehicle entry and departure database TDB, and calculates thenumber of vehicles present within the charge area (the sum of the numberof vehicles that have entered each charge area minus the number ofvehicles that have exited each charge area) and differential valuesthereof (congestion trends, easing trends) for predetermined time spotsso as to ascertain the trends in the traffic volume. The control center750 publicly reports traffic information over short time periods, andover long time periods corrects or abolishes the charge tables. In thetoll collection control, the task of collecting an unpaid toll from (theowner of) the vehicle for which the absolute value of the negative valueof the card balance in the arrears database CDB is the largest isperformed. Data of the observation database WDB is used for findingproblem cards and vehicle.

An emergency notification switch is formed in an operation/display board703 connected to the charge control ECU 702 of the in-vehicle chargedevice 701. When the driver operates this switch, the charge control ECUtransmits in a predetermined cycle emergency data that includes thevehicle ID, the current position, and the direction via the antennaANTt. When it receives this, the notification station 730 displays thefact that an emergency has occurred, the vehicle ID, the currentposition, and the direction on the terminal PC and prints out thisinformation. It also transmits the emergency data to the control center750 (M51, M52).

The embodiment described above is a charge system in which charges arelevied in area units in a road network, and it is possible to set eithera portion or all of a highway road network, or specific areas of ageneral road network as charge areas and to charge vehicles that transitthose areas. However, the present invention is not limited only to aroad network charge system, and may also be implemented in a touristarea, an event area or the like as an entry fee collection system.

Tenth Embodiment

In the present embodiment, the present invention is applied to anautomatic charge system for performing the charge processing of a tollfacility (area in which a charge is applied) automatically. Note that,because the present embodiment is substantially the same as the aboveembodiments, the same portions are given the same descriptive symbolsand a detailed description thereof is omitted.

The conceptual structure according to the present embodiment is the sameas that structure shown in FIG. 52. Note that, in the presentembodiment, because the charge processing device 701 also functions as acharge processing device incorporated into a vehicle, in the descriptionbelow, the charge processing device 701 in FIG. 53 is described as thein-vehicle charge device 701.

The in-vehicle charge device 701 built into a vehicle communicates withthe notification station 730 (control station) via the in-builttelephone unit 708 and the antenna ANTt so as to exchange datatherewith. Moreover, radio waves are received from satellites via theGPS antenna ANTg enabling the position and direction of travel of thevehicle to be recognized using the inbuilt GPS position measuring device(720 to 728) and these are displayed together with a map displaying thearea being transited. When the number of receivable satellites isinsufficient or when the wave reception from the satellite isinsufficient, the missing information is supplemented by calculating thevehicle position by detecting the direction using a gyro and estimatingthe traveling speed. Alternatively, vehicle position recognition isperformed.

Next, the in-vehicle charge device 701 will be described. Note that thestructure of the in-vehicle charge device 701 is the same as thestructure in FIG. 53. Direct current voltage +B from the battery in thevehicle is constantly supplied to the in-vehicle charge device 701. Apower supply circuit PSC supplies operating voltage to the CPUs of theGPS information processing ECU 720 and the charge control ECU 702. As aresult, data is constantly held (stored) in the internal memory of theCPU of the charge control ECU 702 and in the internal memory that isoutside the CPU but is inside the charge control ECU 702.

When the vehicle ignition switch (interruption instruction means) IGswis closed (i.e. the vehicle power supply is turned on), the power supplycircuit PSC supplies operating voltage to all circuits of the in-vehiclecharge device 701. The opening of the ignition switch IGsw (Si═L)instructs that the measuring of the length of time elapsed with thevehicle staying inside the charge area is to be ended (interrupted). Theclosing of the ignition switch IGsw (Si═H) instructs that the measuringof the length of time elapsed with the vehicle staying inside the chargearea is to be continued.

The GPS position measuring device (720–728) is provided with a receivingantenna ANTg, a GPS receiver 721, a GPS demodulator 722, a displaydevice 724, a piezoelectric vibrating gyro 725, an altitude sensor 726,a GPS information processing ECU (Electronic Control Unit) 720, anoperating board 723, a map search engine 727, and a map database 728.The 1.57542 GHz radio waves transmitted from each of the GPS satellitesare received by the GPS receiver 721 via the receiving antenna ANTg, andthe information contained in the radio waves, namely, information suchas a function indicating the orbit of the satellites and the time andthe like is demodulated by the GPS demodulator 722, and input into theGPS information processing ECU 720. The GPS information processing ECU720 is a computer system based on mainly a microprocessor (CPU) andprovided with almanac data memory and memory for a data buffer as wellas an input/output interface (an electric or electronic circuit). TheCPU generates information indicating the position of its host vehicle(latitude, longitude, altitude) based on the information transmittedfrom the GPS satellites, and calculates the direction in which thevehicle is traveling and the traveling speed based on a time seriesestimation using the position information. The search engine 727 readsmap data of a page (one screen) that includes the position from the mapdatabase 728 in accordance with the position information generated bythe CPU, and displays this on the display unit 724. The current positionindex that also shows the direction of travel is displayed on thecurrent position on the display device.

The basic structures of the reception antenna ANTg, the GPS receiver721, the GPS demodulator 722, and the display device 724, as well as thebasic operation of the GPS information processing ECU 720 are the sameas the structural elements of known devices already available on themarket.

However, in order to implement the present invention, a program is addedto the operating program of the GPS information processing ECU 720 thatperforms the following. Namely, the current position (ground position)of a vehicle (i.e. the in-vehicle charge device 701), the direction oftravel, the speed of travel, and the current time are transmitted to thecharge control ECU 702 in response to a data transmission request fromthe charge control ECU 702. The charge control ECU 702 reads theincoming charge area information transmission and stores it in internalmemory. The charge area is then displayed in superposition (as ahalf-tone dot meshing) in the area stipulated by the charge areainformation, namely, the charge area on the map displayed on the displayunit 724.

Analog signals output by the piezoelectric vibrating gyro 725 and thealtitude sensor 726 are each input into the GPS information processingECU 720, and the CPU of the ECU 720 reads the signals after convertingthem into digital data via an A/D converter. Information output from theGPS demodulator 722 and information for controlling the GPS demodulator722 is input into or output from the CPU via the I/O port of the GPSinformation processing ECU 720.

The GPS information processing ECU 720 calculates three-dimensionalcoordinates Ux, Uy, Uz of the position of its host vehicle using a “3satellite position measuring calculation” or a “4 satellite positionmeasuring calculation”.

In the “3 satellite position measuring calculation”, in a predeterminedthree dimension simultaneous equation three sets of data received fromthree satellites are each substituted as parameters, and by solving thissimultaneous equation, any error in the latitude and longitude of thereception point, which are unknown numbers, as well as in the clock onthe receiving side is determined. The altitude of the reception point isdetermined, in this example, by calculation from the signal output fromthe altitude sensor 726, and is substituted into the simultaneousequation as known data. In the “4 satellite position measuringcalculation”, in a predetermined four dimension simultaneous equationfour sets of data received from four satellites are each substituted asparameters, and by solving this simultaneous equation, any error in thelatitude, longitude, and altitude of the reception point, which areunknown numbers, as well as in the clock on the receiving side isdetermined. In addition, because any error in the clock on the receivingside can be determined by performing the position measuring calculationof any of these, the time of the internal clock can be corrected basedon this error information.

When the ground position information is calculated by GPS positionmeasurement, the GPS information processing ECU 720 calculates thedirection in which the vehicle is traveling and the speed at which thevehicle is traveling by a comparison with the previously calculatedground position. On the basis of this time calculated ground position,map data of the one page (one screen) that includes the current positionis read from the map data memory 728 and is displayed on the displayunit 724. A current position index that also shows direction of travelis displayed at the current position on the display. In addition, whenat least a portion of the area defined by the charge area information,namely the charge area, received from the charge control ECU 702 andsaved in the internal memory is included in the area displayed on thedisplay unit 724, the charge area is displayed in superposition (inhalf-tone dot meshing) over the area on the display screen. Thisadditional display allows the driver to recognize area in which a chargeis applied on the display screen of the display unit 724.

The charge control ECU 702 is also a computer system centered around amicroprocessor (CPU) and provided with an input/output interface (anelectric or electronic circuit). The CPU is able to exchangetransmissions of various types of information with the notificationstation 730 via the antenna ANTt, the telephone unit 708, and the modem707. The extension serial input/output board 706 performs the serialinput and output of data, as well as serial/parallel conversion inputand output.

The voice of the driver that is input using the microphone MIC isconverted into digital data indicating letters of words via a voicerecognition unit 709, and is input into the CPU of the charge controlECU 702. Furthermore, the CPU notifies (aurally informs) the driver whennecessary of messages (output information) using the in-vehicle speakerSP via the voice synthesizing unit 710 and the switching switch SW711.When voice data is output from the CPU, the switching switch SW711switches the connection between the in-vehicle audio and the speakers SPto a connection between the voice synthesizing unit 710 and the speakersSP. At this time, the CPU simultaneously displays the message conveyedto the driver by voice via the vehicle speaker SP alphabetically on thedisplay unit 704. As a result, the driver is able to confirm a messagefrom the CPU both aurally and visually.

A card reader 5 (read/write means) for reading and writing data on an ICcard CRD (storage means) is connected to the charge control ECU 702.When an IC card CRD is inserted into a card insertion slot, and when thecharge control ECU 702 requests a data transmission, the card reader 705reads the data stored on the card CRD and transmits it to the chargecontrol ECU 702. When the card reader 705 receives writing data from thecharge control ECU 702, it overwrites (i.e. replaces previous data withthis new writing data) this data in the IC card CRD.

The information stored on the IC card is shown in Table 16. In theexample shown in Table 16, the amount for a single issue of a card is¥10,000. The balance of the card is ¥10,000 (i.e. the card is unused)and the card ID allocated by the issuer of the card is MYCAR003. Theclassification of the vehicle for which the card is applied for is alight vehicle and the vehicle ID (in this example, the number displayedon the vehicle number plate) is A123B568. The data in the charge tableis for the charge area which the driver requests (applies for) directlyafter the issue of the card, and this data is written on the card by theissuer in accordance with the driver's application. If there is no suchapplication (i.e. writing request), then there is no such writing.

TABLE 16 Data stored on card Item of information Content of informationCard ID MYCAR003 Card balance ¥10000 Vehicle classification Lightvehicle Vehicle ID A123B568 Charge table ***(Table 17)

Three examples of charge table data are shown in Tables 17, 18, and 19.The charge table in the time units shown in FIG. 17 is used for chargingthe vehicle in the charge area shown by the charge area information atoll that corresponds to the length of time that the vehicle is insidethe area excepted parking not parked. The charge table in the distanceunits shown in FIG. 18 is used for charging a toll that corresponds tothe distance traveled by a vehicle inside an area. The charge tablecharging for each entry shown in FIG. 195 is used for charging a tollthat corresponds to the number of entries (times used).

The data of one set (one point) of the charge area information in thecharge tables is positional information indicating one point on anoutline of the charge area. When there are only date of two sets (dataof two points), date of each set means the positions of opposite cornersin a rectangle (square), and the charge area is rectangular (an examplethereof is shown in FIG. 58).

When there are data of more than or equal to three sets, the positions(points) indicated by date of each set of data are joined in order ofthe writing of the data sets, and the polygonal area that emerges whenthe last point is joined with the first point indicates the charge area.Because there are two sets of position (point) data in the examplesshown in Tables 17 to 19, the charge area is quadrangular (square). Thetoll information is differentiated by time slot and by type of vehicle.

The term of validity of the table means the term of validity of thedata. The information of the area in which the table is valid shows anoutline that is shaped substantially the same as the charge areaextended by approximately 600 meters outside the outline of a chargearea prescribed in the charge area information. When a plurality ofcharge areas are set, this information of the area in which the table isvalid is used to allow a charge table of a charge area that is near toit to be selected in the vehicle.

The card issuing and toll settlement spots (card issuing and tollsettlement booths) 771–773 (see FIG. 52) issue IC cards CRD. These spots(service centers) are provided in locations that provide easy access fora driver and that are as close as possible to areas where the chargeareas are set, such as in the vicinity of the notification station 730,in the area under the jurisdiction of the notification station 730,outside the area under the jurisdiction of the notification station 730,or the like. For example, they may be provided in local governmentbuildings or branches thereof in the area in which the charge area isset. In these spots, new IC cards can be issued, lost or damaged cardscan be reissued, unpaid tolls (card balances in arrears) can be settled,and prepaid deposits can be increased (i.e. card balances increased) inaccordance with the wishes of a driver by a service operator or by anautomatic machine. When these processings are performed, the processingdata is transmitted to the notification station 730 via a public phonecircuit and an exchange 760. In accordance with the received processingdata, the notification station 730 updates the data in the observationdatabase WDB when a new card is issued, a lost or damaged card isreissued, or a prepaid deposit is increased, and updates the data in thearrears database CDB when an unpaid toll is settled.

The information station 730 will be described next. Note that thestructure of the information station 730 is the same as the structureshown in FIG. 54. In the notification station 730 there is a wirelesscommunication device 731 that modulates transmission data from acontroller 732 into radio wave signals and sends it to an antenna 740,and also receives radio waves via the antenna 740, demodulates thereceived data and feeds it to the controller 732. The controller 732 isa computer system that is centered around a microprocessor (MPU) and isprovided with an input/output interface. A terminal PC (a complete setcomprising a personal computer, display unit, keyboard, mouse, printer),a charge database (memory) FDB, and an information control unit 733 areconnected to the controller 732. The arrears database CDB, theobservation database WDB, and the entry/exit vehicle database TDB areconnected to the information control unit 733.

A modem 734 is connected to the controller 732. The controller 732 isable to perform sound and data transmission with the control center 50(FIG. 52) via this modem and the public communication circuit exchange760 (FIG. 52).

An outline of the charge control operation of the (CPU of the) chargecontrol ECU 702 is shown in FIGS. 62 A and 62 B and 63. FIGS. 62 A and62 B will be looked at first. The charge control ECU 702 waits for theignition switch IGsw to be closed (Si: H), and when the ignition switchis closed, the charge control ECU 702 registers the data of the card CRDin its internal memory via the card reader 705 (steps P1 to P4). If nocard CRD has been loaded, the charge control ECU 702 waits for a card tobe loaded and then registers the data of the card CRD in internalmemory. Note that, in the description below, inside the brackets theword “step” has been omitted with only the step number and the letter Pdenoted.

Next, the card balance in the read card data is displayed on the displayunit 704 (P5). Next, the charge control ECU 702 starts the timer Tc forthe time limit Tc (P6). A data transmission request is then made to theGPS information processing ECU 720, and data of the current position(ground position), the direction of travel, the speed of travel, and thedate and time is received from the GPS information processing ECU 720and written to internal memory (M7).

Next, the charge control ECU 702 checks whether the date and timereceived from the GPS information processing ECU 720 are within theperiod in which the table is valid in the charge table registered ininternal memory, or whether the current position received from the GPSinformation processing ECU 720 is within the area in which the table isvalid shown in the information of the area in which the table is validin the charge table registered in internal memory (P8). If the date andtime are outside the period in which the table is valid, or if thecurrent position is outside the area in which the table is valid, thenin this case, the charge table does not fit the current area. Therefore,a charge table request is transmitted via the antenna ANTt (P9). At thistime, the charge table request is transmitted together with the vehicleID, the balance (credit information), and card ID in the card data, aswell as the current position (ground position) and the movementdirection data obtained from the GPS information processing ECU 720.When the notification station 730 receives the charge table request, itsaves the card ID, the balance, and the vehicle ID, the currentposition, and the movement direction in internal memory at the card IDaddress, and transmits the charge table (Table 17, 18, or 19) in thecharge database FDB (P41–P44 in FIGS. 68 A and 68 B).

When it receives this charge table, the charge control ECU 702 checkswhether the date and time are within the period in which the table isvalid in the charge table, or whether the current position received fromthe GPS information processing ECU 20 is within the area in which thetable is valid shown in the information of the area in which the tableis valid (P10, P11). If the date and time are within the period in whichthe table is valid, and if the current position is within the area inwhich the table is valid, the charge control ECU 702 registers (replaceswith new data) the received charge table in internal memory and in theIC card CRD (P12). Interruption of the reception is also permitted(P13). The “reception interruption” is executed in reply when a radiowave signal arrives in the antenna ANTt, and an unillustrated receiverin the telephone unit 708 generates a transmission arrival signalshowing that a transmission has arrived (i.e. that it has received asignal). The contents thereof are described below with reference made toFIGS. 67 A and 67 B. When permission is given to interrupt reception,the charge control ECU 702 supplies charge area information from thecharge tables to the GPS information processing ECU 720 (P14). When itreceives this charge area information, the GPS information processingECU 720 adds the charge area display (half tone dot meshing) to thecorresponding area of the map displayed on the display unit 724 thatcorresponds to the charge area indicated by the received charge areainformation.

Next, as seen in FIGS. 63 A and 63 B, thereafter the charge control ECU702 checks at the time cycle Tc whether the current position is within acharge area indicated by the charge area information in the charge tableor outside the charge areas (PA13 to P32–P1 to P11–P13A). If it isoutside a charge area, and if the direction of travel is one that isapproaching a charge area, then when the position is within 500 metersfrom the charge area, “charge area 500 meters ahead” is displayed on thedisplay unit 704 along with charge table information (however, thecharge area information and the information of the area in which thetable is valid are excluded). At the same time, notification such as“charge area is 500 meters ahead” is made by voice synthesis via thevoice synthesizing unit 710 and the speaker SP (PA13 to P19).

Moreover, when the current position is within 400 meters from the chargearea, the display “charge area 500 meters ahead” on the display unit 704is altered to “charge area 400 meters ahead”, and a notification of“charge area is 400 meters ahead” is also made (P13A to P16–P20 to P23).

Note that the charge area is displayed in superposition on the mapdisplayed on the display device 724 in the step P14 repeated in thecycle Tc. Moreover, because the current position of the vehicle is shownon the displayed map as a direction attached index, the driver canrecognize the position of the vehicle relative to the charge area andthe direction of travel from the display on the display device 724.

When the vehicle enters a charge area, the charge control ECU 702 writes“1” in the register (internal memory) so as to show that the vehicle hasentered the area in which a charge is applied, and clears theinformation showing that the vehicle is within 500 meters of the chargearea, and is within 400 meters of the charge area (RPF and RPS data inthe register) (PA13, P24, P25), and notifies “vehicle the entry” to thenotification station 730, namely, notifies that a vehicle has enteredthe charge area (P26). At this time, a vehicle entry notification istransmitted to the notification station 730 with the data representingeach of the vehicle ID, the balance, and card ID, as well as the dateand time, the current position, and the movement direction data obtainedfrom the GPS information processing ECU 720 attached thereto. When thenotification station 730 receives this vehicle entry notification, itsaves the date and time, the card ID, the balance, the vehicle ID, theposition, and the direction in internal memory, and creates a controlstation movement history table corresponding to the card ID in thevehicle entry and departure database TDB in which it writes the abovedata.

The charge control ECU 702 next executes “vehicle entry processing”(P27). The contents thereof are shown in FIG. 64. Firstly, a one minutetimer for setting the sampling cycle of the movement history data isstarted (P271). Next, the integral distance register, the fractionaldistance register, the integral distance register, the fractionaldistance register, and the movement history table are cleared (P272).Thereafter, the time, balance, position, distance traveled (the data inthe integral distance register and fractional distance register), thelength of time of stay (the data in the integral time register andfractional time register), the state of the card reader 705 (i.e. ready:normal, not ready: abnormal), the existence or otherwise of a card CRDloaded in the card reader 705, and the state of the GPS (i.e. whether ornot position data has been generated) are written in the movementhistory table. Note that, as is described below, after the writing, thiswriting is performed in cycles of one minute while the vehicle is in thecharge area. One example of the movement history table is shown in Table20.

FIGS. 63 A and 63 B will now be referred to again. After a vehicle hasentered a charge area and notification of a “vehicle entry” istransmitted to the notification station 730, the charge control ECU 702repeatedly performs the “intermediate processing” (P28) at the cycle Tcwhile the vehicle is inside the charge area. The contents of this“intermediate processing” (P27) are shown in FIG. 65.

When the routine advances to the “intermediate processing” (P27) shownin FIG. 65, the charge control ECU 702 firstly updates the data of thefractional time register (fractional value) to a value larger by theamount of the elapsed time Tc (P281). It then checks whether the updatedfractional value is now greater than one minute (P282). If it is greaterthan one minute, the data in the integral time register is incrementedby one, and the data of the fractional time register is updated to avalue that is smaller by one minute (P283). Next, the distance traveledduring the time Tc, namely,Dc=Tc (seconds)×speed (Km/h)/3600) (Km)is calculated (P285). The data of the fractional distance register(fractional value) is then updated to a value larger by the amount ofthe distance traveled Dc during Tc (P285). A check is then made as towhether the updated fractional value is now greater than one kilometer(P286). If it is greater than one kilometer, the data in the integraldistance register is incremented by one, and the data of the fractionaldistance register is updated to a value that is smaller by one kilometer(P287).

A check is next made as to whether the one minute timer shows the timeover (P288). If the time has elapsed, the one minute timer is restarted(P289), and the time, balance, position, distance traveled (the data inthe integral distance register and fractional distance register), thelength of stay (the data in the integral time register and fractionaltime register), the state of the reader (i.e. ready: normal, not ready:abnormal), the existence or otherwise of a card (i.e. loaded or notloaded), and the state of the GPS (i.e. whether or not position data hasbeen generated) at that instant are written (P290). By repeating thisintermediate processing (P28), and by writing data to the movementhistory table at one minute cycles, data indicating the state at oneminute intervals is stored in the movement history table, as is shown inTable 20.

FIGS. 63 A and 63 B will now be looked at once again. When the (currentposition of the) vehicle departs from the charge area, the chargecontrol ECU 702 advances from steps PA13 and PA14 to step P29 where thedata of the register RAE is altered to “0” to indicate that the vehicleis outside the charge area and the “vehicle departure processing” (P30)is performed. The contents of the “vehicle departure processing” (P30)are shown in FIG. 66. In the same way as the above “intermediateprocessing” (P28), the “vehicle departure processing” (P30) accumulatesthe timing values of the elapsed time during the period Tc (P301 to 303)and accumulates the traveling distances of the distance traveled duringthe time Tc (P305 to 307), and writes the final history inside the areain the movement history table (P308).

Referring again to FIGS. 63 A and 63 B, when the above “vehicledeparture processing” (P30) has ended, the charge control ECU 702transmits “vehicle departed”, which means that the vehicle has left thecharge area, to the notification station 730 (P31). At this time, thevehicle ID, the balance and the card ID in the card data, as well as thedata of the movement history table are also transmitted to thenotification station 730. The notification station 730 adds the receivedhistory data to the control history table of the vehicle entry anddeparture database TDB, which table was allocated to the card ID at thetime of the “vehicle entry”, and checks the charge process state. Thesecontents are described below.

After the vehicle departure notification (P31), because the direction inwhich the vehicle is traveling is now a direction moving away from thecharge area which the vehicle has just transited, the notificationcontrol ECU 702 advances from step P15 to step P32, and the relativedistance notification relating to the charge area (P16 to P23) is notperformed.

When the vehicle transits one charge area (the first charge area) asdescribed above and travels towards another charge area (the secondcharge area), when the (current position of the) vehicle leaves the areain which the table is valid that is indicated by the table valid areainformation of the first charge table representing the first chargearea, the charge control ECU 702 moves from step P8 to P9 and transmitsa charge table request. This transmission wave is received by a firstnotification station (S30) addressed in the first charge area, and thefirst notification station transmits the first charge table. When thecharge control ECU 702 receives the first charge table, the charge tablereceived in step SP10 is determined to be invalid. As a result, even ifthe charge control ECU 702 receives the first charge table after thevehicle has left the area in which the table is valid that is indicatedby the table valid area information of the first charge tablerepresenting the first charge area, this is not written on the IC cardCRD or the internal memory. When the (current position of the) vehicleenters the table valid area of the second charge area is valid, thecharge control ECU 702 writes the second charge table transmitted by anunillustrated second notification station in internal memory and on theIC card CRD, and charge control is performed in the manner describedabove according to the data.

As described above, when a vehicle reaches a point 500 meters before acharge area, that fact is notified to the driver via the display unit704 and the speaker SP, and information on the charge area is displayedon the display unit 704. In addition, a notification is again made whenthe vehicle reaches a point 400 meters before the charge area.Therefore, the driver has enough time to decide whether or not to entera charge area, and has enough time to choose a detour route.

The check in step P1 as to whether or not the ignition key switch IGswis closed (Si═H) is intended to determine whether or not the vehicle isparked. When the vehicle enters a charge area in which the time tollcharge table (Table 17) is applied, then when the ignition key switchIGsw is open (Si═L: an interrupt instruction to interrupt the timing forthe charging), the charge control ECU 702 waits for the ignition keyswitch IGsw to be closed (Si═H: an instruction for the timing for thecharging), and does not perform the “intermediate processing” of stepP28 while waiting. Therefore, the time that the vehicle is parked insidethe charge area does not fall within the length of time that the vehiclehas stayed inside the charge area in order for a charge amount for atime toll to be calculated.

When the notification station 730 receives the charge table request fromthe in-vehicle charge device 701, it transmits a “charge table” to theID. Furthermore, in a fixed cycle of approximately several minutes, ittransmits a “charge request” to all vehicle. It then transmits a“movement history request” either in a fixed cycle of approximatelyseveral minutes or in an irregular cycle to each ID in sequence, andcollects the data of the movement history tables from each ID. Moreover,when a “vehicle departure” notification is received, when there isuncharged traveling distance or staying time, a charge request istransmitted to the ID of the charge device ID (card ID) that suppliedthe “vehicle departure” notification. Furthermore, a check for errors inthe charge processing is made when the “vehicle departure” notificationis received and, if charge errors are discovered, these are pointed outand message data urging measures to deal with them is transmitted to therelevant.

FIGS. 67 A and 67 B show the contents of “reception interruption 1” DRI1executed by the charge control ECU 702 as a response when a radio wavesignal arrives in the antenna ANTt, and an unillustrated receiver in thetelephone unit 708 generates a transmission arrival signal showing thata transmission has arrived (i.e. that it has received a signal). Whenthe charge control ECU 702 proceeds to the reception interruption DRI1,it checks whether address belongs to the host card ID (received date isfor the own card ID)(including when all vehicles are specified) (P402).If this is the case, a determination is made as to whether the receiveddata is a charge request, a movement history request, a charge table, ora message (P403).

If the received data is a charge request, then if the charge table ofthe card CRD is one for charging for each entry (Table 19), the chargecontrol ECU 702 extracts the toll corresponding to the vehicle typeclassification from among the card data, and updates the card balance inthe card data in internal memory to a value from which the toll amounthas been deducted (P404, P405). In the same way, the data of the IC cardCRD is also updated, and the updated balance is displayed on a displayunit. A check is then made as to whether or not the card balance is anegative value (insufficient toll payment, and if the card balance is anegative value, displays “insufficient payment—settlement required” onthe display device 704. Notification such as “card balance isinsufficient. Please settle debt” by voice synthesizer is also madeusing the voice synthesizing unit 710 and the speaker SP (P413). If thecharge table of the card CRD is one for charging for distance traveled(Table 18), the charge control ECU 702 extracts the toll per kilometercorresponding to the vehicle type classification from among the carddata in the charge table, multiplies this by the value of the integraldistance register, and updates the card balance in the card data ininternal memory to a value from which the obtained value has beendeducted (P406, P407). The integral distance register is then cleared(P408) and, in the same way, the data of the IC card CRD is alsoupdated, and the updated balance is displayed on a display unit (P413).

If the charge table of the card CRD is one for charging for length oftime of stay (Table 17), whether value of the date in the integral timeregister is more than or equal to 60 (1 hour) is checked (P410). Ifvalue of the date in the integral time register is more than or equal to60 (1 hour), toll per unit time corresponding to the vehicle typeclassification from among the card data in the charge table isextracted, and updates the card balance in the card data in internalmemory to a value from which the obtained value has been deducted(P409˜P411). The integral time register is then updated to a value fromwhich 60 has been deducted (P412), and, in the same way, the data of theIC card CRD is also updated, and the updated balance is displayed on adisplay unit (P413).

When the received data is a “movement history request”, the chargecontrol ECU 702 transmits the data in the movement history table to thenotification station 730 (P414), and the movement history table iscleared (P415). When the received data is a “charge table”, the routineadvances to the updating of the card data explained in step P12 above(FIGS. 62 A and 62 B). If the received data is a “message”, that messageis displayed on a display and reported by voice synthesis.

If the charge table is for charging for each entry, then when a chargerequest is transmitted, the notification station 730 writes that thecharge has been completed in the control station movement history tablegenerated for each card ID in the vehicle entry and departure databaseTDB at the time the “vehicle entry” notification is made, andthereafter, charge requests are transmitted only to those ID at which nocharge completion has been written, and no charge request is transmittedto the charge completed IDs. If the charge table is for charging fordistance traveled, the notification station 730 transmits chargerequests repeatedly to all IDs in a cycle of several minutes or in anirregular cycle. When the value of the integral distance register isgreater than or equal to 1 (Km), the charge device that receives thecharge request performs charge processing by multiplying that value bythe toll per kilometer, and then clears the integral distance register.Therefore, each time the notification station 730 generates a chargerequest, the charge device only performs charge processing for theintegral value (kilometer units) portion from among the distancetraveled from the time the previous charge request was received untilthe current charge request is received. Fraction distance is handlednext. In the same way, if the charge table is for charging for length ofstay, the notification station 730 transmits charge requests repeatedlyto all IDs in a cycle of several minutes or in an irregular cycle. Whenthe value of the integral time register is greater than or equal to 60(1 hour), the charge device that receives the charge request performscharge processing for the toll for periods of one hour, and then updatesthe data in the integral time register to a value that is smaller by 60minutes. Therefore, each time the notification station 730 generates acharge request, the charge device only performs charge processing forthe integral time portion from among the time lapsed since the time theprevious charge request was received until the current charge request isreceived. Fraction time is handled next.

In the case of a “vehicle departure”, because the timing thereof and thetiming of the charge request do not match, even if the charge table isfor charging in distance units or time units, it is possible for thereto be a “vehicle departure” when there is an integral distance orintegral time to be charged. When the notification station 730 receivesa “vehicle departure” notification, it checks the integral distance dataor the integral time data, and if that is greater than or equal to 1(Km) or 60 (1 hour), it transmits a charge request to the ID that madethe notification of the “vehicle departure”.

FIGS. 68 A and 68 B show the contents of interrupt processing of thecontroller unit 732 of the notification station 730. This interruptprocessing DRI2 is executed in response to the arrival of a message inthe modem unit 734 or the detection of the arrival (incoming) a radiowave signal in the antenna 740 in the communication device 731. When theincoming message is received, if the message is from the charge controlECU 702 of the in-vehicle charge device 701 of a vehicle, the unit 732receives the message (P42), and, if it is a charge table request, savesthe data indicating the date and time, the card ID, the balance, thevehicle ID, the position, and the direction that is attached to themessage in internal memory, and, in response to the request, transmitsthe charge tables in the database FDB via the antenna 740 (P41 to P44).A search is then made (P45) via the control unit 733 as to whether ornot the received card ID or vehicle ID is the ID of a vehicle that hasbeen in a collision, or has been stolen, or whether the card is aproblem card (i.e. lost or damaged, stolen, scrapped through reissue, orillegally copied) stored in the observation database WDB. If the card IDor vehicle ID is one of the above, the card ID, the vehicle ID=vehicleNo . . . , the contents of the problem, the current position (receptiondata), and the current time are displayed on the terminal PC displayunit and printed out as an observation data set, and are alsotransmitted to the control center 750 and card issuing and tollsettlement booths 771 to 773. These establishments are able to performdata registration or take action in accordance with the content of theproblem.

The charge control ECU 702 of the in-vehicle charge device 701 transmitsvehicle departure notification data showing that a vehicle has departedfrom a charge area. When the controller 732 of the notification station730 receives this, the controller 732 saves the date and time, the cardID, the vehicle ID, the current position, the distance traveled (theportion that has not been charge processed), the length of time of stay(the portion that has not been charge processed), the direction, and thecard balance in internal memory. When the charge table is for chargingfor distance traveled, the controller 732 checks whether or not thedistance traveled is greater than or equal to one kilometer and, if thedistance is greater than or equal to one kilometer, transmits a chargerequest to the card ID. When the charge table is for charging for lengthof time of stay, the controller 732 checks whether or not the length oftime of stay is greater than or equal to sixty minutes and, if thelength of time of stay is greater than or equal to sixty minutes,transmits a charge request to the card ID. A check is then made as towhether or not there is any usage error information for the chargedevice in the history table on the control side (the control historytable) at the relevant ID in the vehicle entry and departure databaseTDB, or whether or not the card balance is negative (minus). If there isno usage error information and if the card balance is positive, thehistory table on the control side at the relevant ID is erased. Notethat the usage error information is written in the control historytables in the “Toll collection and movement history collection” CRC(FIGS. 69 A and 69 B) described below, based on the history data in thecontrol history table when that shows a usage error. Next, a departureroad (area entry/exit) is specified based on the position data, and thenumber of departed vehicles at the relevant departure road in thevehicle entry and departure database TDB is incremented by one (P48).

If the card balance is negative (−), this data (card ID, vehicle ID,current position, direction, and card balance) is supplied to theterminal PC and displayed on the display and printed out. A check isthen made via the control unit 733 as to whether the card ID or vehicleID are in the arrears database CDB. If they are in the arrears database,the card balance of the relevant item in the arrears database CDB isupdated to the new value. If they are not in the arrears database, thisnewly acquired data (card ID, vehicle ID, current position, direction,and card balance) is registered for the first time in the arrearsdatabase CDB (P49, P50). The ID check and the like described above (P45,P46) are then performed.

An emergency notification switch is formed in an operation/display board703 connected to the charge control ECU 702 of the in-vehicle chargedevice 701. When the driver operates this switch, the charge control ECUtransmits in a predetermined cycle emergency data that includes thevehicle ID, the current position, and the direction via the antennaANTt. When it receives this, the notification station 730 displays thefact that an emergency has occurred, the vehicle ID, the currentposition, and the direction on the terminal PC and prints out thisinformation. It also transmits the emergency data to the control center750 (P51, P52).

The charge control ECU 702 of the in-vehicle charge device 701 transmitsvehicle entry notification data showing that a vehicle has entered acharge area. When the controller 732 of the notification station 730receives this (P53), the controller 732 generates the control movementhistory table addressed at the card ID of the in-vehicle charge device701 in the vehicle entry/departure database TDB, and writes therein thereceived date and time, the balance, the position, the distance traveled(0), the length of time of stay (0), the state of the reader, theexistence or otherwise of a card, and the state of the GPS. It thenspecifies the entry road (the entrance/exit to the area) based on theposition data, and increments by one the number of vehicles that haveentered at this entry road in the entry and departure vehicle databaseTDB (P54). The ID check and the like described above (P45, P46) are thenperformed.

When the transmitted settlement data (card ID, vehicle ID, and cardbalance) arrives from the card issuing and toll settlement spots 771 to773, if the received card balance is positive, the controller 732 erasesthe data of the relevant ID in the arrears database CDB (erases thearrears register). If the card balance is still negative (minus), thecard balance of the relevant ID is updated to the received card balance(P41, P55 to P57).

The data of the databases CDB, FDB, WDB, and TDB can be controlled (i.e.read, transferred, output, written, and erased) by the terminal PC andthe control center 750. When the terminal PC or control center 750accesses the controller 732, the controller 732 performs data processing(i.e. reading, transferring, outputting, writing, and erasure) inaccordance with the instruction thereof (P58). The control center 750 isintended to carry out traffic control and charge collection controlinside and outside the charge area, as well as observation and trackingof problem cards and vehicles. In order to carry out traffic control,the control center 750 regularly, and when appropriate, refers to thedata in the vehicle entry and departure database TDB, and calculates thenumber of vehicles present within the charge area (the sum of the numberof vehicles that have entered minus the number of vehicles that haveexited at entrance and exit of each charge area) and differential valuesthereof (congestion trends, easing trends) for predetermined time spotsso as to ascertain the trends in the traffic volume. The control center750 publicly reports traffic information over short time periods, andover long time periods corrects or abolishes the charge tables. In thetoll collection control, the task of collecting an unpaid toll from (theowner of) the vehicle for which the absolute value of the negative valueof the card balance in the arrears database CDB is the largest isperformed. Data of the observation database WDB is used for findingproblem cards and vehicles.

The controller unit 732 of the notification station 730 executes the“Toll collection and movement history collection” CRC shown in FIGS. 69A and 69 B in a fixed cycle when the reception interruption 2 (DRI2) donot start up. When the routine advances to this processing, the unit 732transmits charge requests via the communication device 731 and theantenna 740 at a toll collection timing that is set either in a fixedcycle (of approximately several minutes) or in a cycle that is not fixedbut does have a pitch of approximately several minutes in order to makeit more difficult for a fraudulent user to avoid a charge (P61, P62).Furthermore, at a movement history collection timing that is set eitherin a fixed cycle or in a non-fixed cycle, in the same way as above,movement history data requests are transmitted in sequence to each IDfor which ID a control movement history table is generated in thevehicle entry/departure database TDB. The movement history data of eachID is received in sequence and written in the movement history table onthe control side at each ID (P64 to P70). Namely, control side movementhistory tables of each ID are generated in “vehicle entry” date and timesequence in the vehicle entry and departure database TDB. The movementhistory data request is transmitted to the ID address having theearliest date and time (P64, P65), and the timer Tw is started (P66). Areply (i.e. the history table on the movement side) is then awaited fromthe ID (P57, P68) until the time on the timer is up. If a reply isreceived, it is added to the movement history table on the control sidein the ID address (P69). Once this is completed, or if time is up on thetimer without a reply being received, a movement history data request istransmitted to the ID address having the next earliest writing date andtime. (P70, P65). In this way, when data requests and reception (namely,polling) has been completed for all IDs in which control side movementhistory tables are generated in the vehicle entry and departure databaseTDB, a check is made as to whether or not there are any charge deviceusage errors in each ID (card ID) (P71), based on the data of thecontrol side movement history tables at each ID in the vehicle entry anddeparture database TDB.

Namely, for example, immediately after an ID (charge device 1) has madea “vehicle entry” into a charge area, data (date and time, balance,position and direction) at the time of “vehicle entry”, namely, datathat has been transmitted to the notification station 730 in step P26 inFIGS. 63 A and 63 B, is present in (the first column of) the controlside movement history table of the ID address until the first movementhistory collection is performed. Moreover, in the first movement historycollection, when the history data shown in Table 20, for example, iscollected, that history data is written in the (second column andthereafter of the) control side movement history table. If the balanceis negative, the card reader not operating normally, there is no cardpresent, or the GPS is not operating normally, that usage errorinformation is written in the control side movement history table.Moreover, a check is made as to whether there are any changes or anylack of changes that do not occur in normal charge processing by acomparative calculation, which corresponds to the type of charge table(Table 17, 18, or 19), of the progress of data of identical items withthe data of other items in the order in which they appear (column No.)in the movement history table on the control side. If there are theseusage errors, the usage error information is written in the control sidemovement history table. If there are none of these usage errors, thedata of the history table on the movement side just read is left as itis, and the data recorded before that is erased from the movementhistory table on the control side. If there is usage error informationpresent, it is accumulated by being recorded in the control movementhistory table each time it is collected without a data erasure such asthat above being performed. When the relevant vehicle (card ID) becomesa “vehicle departure”, the control movement history table at the ID istransferred to the observation database WDB and is removed from thevehicle entry and departure database. TDB.

The embodiment described above is a charge system in which charges arelevied in area units in a road network, and it is possible to set eithera portion or all of a highway road network, or specific areas of ageneral road network as charge areas and to charge vehicles that transitthose areas. However, the present invention is not limited only to aroad network charge system, and may also be implemented in a touristarea, an event area or the like as an entry fee collection system.

POSSIBLE INDUSTRIAL APPLICATIONS

As described above, the charge processing device, a charge processingsystem, and charge processing card of the present invention arepreferably used in a device for transferring information such as thereceipt of money or the like between a moving body such as a vehicle andthe ground, and for performing processing associated with the chargeprocessing relating to the user of the moving body, and may be used, forexample, in a device for performing charge processing, a device forleaving charge processing as it is, and a device for charge processingconstructed so as to be portable.

1. A charge processing device comprising: detecting means for detecting position information indicating a position where a moving body is located on the basis of a received signal from a satellite; matching means for matching the position information with predetermined map information; setting means for, based on the map information, setting an area where a charge is applied which area corresponds to a predetermined area in the map information; receiving means for receiving toll data from a ground station including charge data, for each of a plurality of different moving body types determined on the basis of a size of the moving body type, relating to the area where a charge is applied; deciding means for, based on a result of a matching by the matching means, deciding an entry state indicating whether or not the moving body has at least entered into the area where a charge is applied; and generating means for generating, based on a result of a deciding by the deciding means, charge information for the moving body, by using the received toll data, wherein the area where a charge is applied is divided into sub-areas by substantially concentric circles, and a charge amount for each sub-area is set such that the closer a sub-area is to the center of the area where a charge is applied, the higher the charge amount becomes.
 2. The charge processing device according to claim 1, the charge processing device further comprising location information detecting means for detecting, based on the position information, location information indicating date and time the moving body is located in the area in which a charge is applied, wherein the deciding means decides, based on the result of the matching by the matching means and a result of a detection by the location information detecting means, the entry state including a location state of the moving body within the area in which a charge is applied.
 3. The charge processing device according to claim 1, wherein the generating means decides the entry state including a congestion state caused by moving bodies located in the area in which a charge is applied.
 4. The charge processing device according to claim 1, wherein the generating means is further provided with storage means in which predetermined toll data corresponding to the entry state is stored in advance, and the generating means generates the charge information using the toll data in the storage means.
 5. The charge processing device according to claim 1, wherein the toll data further includes charge data for each of a plurality of time zones.
 6. The charge processing device according to claim 1, wherein the receiving means for receiving toll data receives said toll data at a time when the moving body is proximate to the area where a charge is applied.
 7. The charge processing device according to claim 1, wherein said ground station is in charge of a geographical area.
 8. A charge processing device comprising: detecting means for detecting position information indicating a position where a moving body is located on the basis of a received signal from a satellite; a toll card capable of being inserted and removed for storing a predetermined geographical area in which a charge is applied which geographical area is set based on predetermined map information in correspondence with a predetermined area in the map information; generating means for, at a predetermined period, generating charge information for the moving body based on a result of a detection by the detecting means and the area in which a charge is applied stored in a loaded storage means, and wherein area information of the predetermined geographical area where a charge is applied is stored in the toll card and includes toll data showing that the predetermined geographical area where a charge is applied is divided into sub-areas by substantially concentric circles and a charge amount for each sub-area is set such that the closer a sub-area is to the center of the predetermined geographical area, the higher the charge amount becomes.
 9. The charge processing device according to claim 8, wherein the generating means is provided with a reading means for reading a result of a detection by the detecting means and the area in which a charge is applied stored in the loaded storage means, and generates charge information from the read position information and the area in which a charge is applied. 